Dissertations / Theses: 'Pavement management'

1

Fang, Xiazhi. "Development of distress and performance models of composite pavements for pavement management." Thesis, The University of North Carolina at Charlotte, 2017. http://pqdtopen.proquest.com/#viewpdf?dispub=10269558.

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Roadway systems in the United States have become huge assets that need massive resources to maintain and operate. To meet the long-term performance goal, government agencies developed pavement management systems (PMSs) to help them manage roadway assets effectively with limited resources. Currently, some PMSs in the United States have been designed for two types of pavements: asphalt and concrete. The composite pavement, another pavement type, which is the result of concrete pavement rehabilitations and constructed with an asphalt surface layer over a concrete base, was treated as asphalt. However, the literature review indicates that compared to asphalt pavements, composite pavements perform differently and have different dominant distresses. In addition, as the amount of composite pavements increases, it is necessary to investigate them independently to incorporate more accurate information into the PMS. Therefore, the goal of this research is to improve and to expand the PMS with an additional pavement type: composite pavements. To achieve this goal, the PMS managed by the North Carolina Department of Transportation (NCDOT) was used as a case study, and several objectives were accomplished in this research: 1) to identify composite pavements and generate the raw data based on the construction history; 2) to clean the raw data and mitigate errors using statistical methods and engineers’ experiences; 3) to develop nonlinear models to describe dominant distresses and pavement performances; 4) to propose quantile regression (QR) models to predict pavement performances; and 5) to investigate the pavement treatment effectiveness by exploring performance index jumps. Based on findings of this research, it was concluded that the automated data were more consistent with engineers’ experience and revealed more information than the windshield data; longitudinal cracking and transverse cracking were found to be the dominant distresses in composite pavements, followed by alligator cracking and raveling; Interstate composite pavements deteriorated faster than both US and NC composite pavements, and NC composite pavements had the slowest deterioration rate; QR models can be used as a new prediction method of pavement performances at both the project and the network levels; in general the “Resurfacing” treatment was more effective than the “Chip Seal” treatment; and The average service life of asphalt and composite pavements were similar, but composite pavements have a smaller variation of service lives than that of asphalt pavements. It was recommended that the automated data should be used in future PMS related research projects, due to its better data quality, and because of the robust performance of QR models at both network and project levels, QR models should be incorporated in the future PMS. In summary, this research expanded the existing NCDOT PMS with composite pavements, proposed systematic methods to improve the quality of performance data, enriched the diversity of prediction models by exploring potentials of QR models, and investigated the effectiveness of pavement treatments. Essentially, transportation agencies can use the findings of this research to make informative investment decisions.

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Friedman, Sheldon. "The Effects of Dynamic Decision Making on Resource Allocation: The Case of Pavement Management." Link to electronic thesis, 2003. http://www.wpi.edu/Pubs/ETD/Available/etd-0502103-112438.

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Bryce, James Matthew. "A Pavement Structural Capacity Index for Use in Network-level Evaluation of Asphalt Pavements." Thesis, Virginia Tech, 2012. http://hdl.handle.net/10919/76970.

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The objective of this research was to develop a structural index for use in network-level pavement evaluation, which facilitates the inclusion of the pavements structural condition in many pavement management applications. The primary goal of network-level pavement management is to maintain an acceptable condition of the pavements within the network using available, and often limited, resources. Pavement condition is described in terms of functional and structural condition, and the current widespread practice is to only consider the functional condition during network-level evaluation. This practice results in treatments that are often under-designed or over-designed when considered in more detail at the project-level. The disagreement may be reduced by considering the structural capacity of the pavements as part of the network-level decision process. This research was conducted by identifying various structural indices, choosing an appropriate index, and then applying data from the state of Virginia to modify the index and show example application for the index. It was concluded that the Modified Structural Index best met the research objectives. Project-level and network level data were used to conduct a sensitivity analysis on the index, and example applications were presented. The results indicated that the inclusion of the Modified Structural Index into the network-level decision process minimized the errors between network-level and project-level decisions, when compared to the current network-level decision making process. Furthermore, the Modified Structural Index could be used in various pavement management applications, such as network-level structural screening, and developing structural performance measures. Master of Science

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4

Nguyen, Dinh Thao. "Pavement Management System Implementation in Vietnam." 京都大学 (Kyoto University), 2016. http://hdl.handle.net/2433/204561.

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5

Elhadi, Hussain Mohammed Ahmed. "GIS, A tool for pavement management." Thesis, KTH, Geodesi och satellitpositionering, 2009. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-199671.

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A pavement management system (PMS) should tackle all aspects of the pavement management process from planning and programming through project development and implementation (Shahin 2005). Geographic information systems (GIS) can be used to expand and enhance each of these PMS components. A GIS can be designed as a platform on which the PMS is built and operated. Such a system is designated a PMS/GIS. Few years back, the Directorate of Municipal Affairs (DMA) - Abu Dhabi Municipality -Roads Section took their first serious steps towards developing a Pavement Management System (PMS). A number of projects were initiated, covering Abu Dhabi Island and the Mainland, to assist in migrating from the existing Management Information System (MIS) to the anticipated newly developed PMS. A major component in most of the projects as well as this project “Maintenance, Rehabilitation and Additional Works for Roads and Bridges in Abu Dhabi Island” is to evaluate the condition of existing roads’ pavement by carrying out certain tests, which will indicate and suggest the further course of action for determining the strategies for the improvement of the roads pavement quality. In this project two types of tests were carried out, the Roughness Testing for the determination of the International Roughness Index (IRI) and the Non-destructive deflection testing particularly Falling Weight Deflection method (FWD) in order to determine the riding quality and to assess the structural integrity of the existing roads pavement respectively. The principal objective of this thesis is to reveal the role of the GIS technology in the enhancement of PMS components such as the output results from the two performed tests, and make it more interpretable through dynamic color coding and more sophisticated visualization techniques than the conventional tabular data format. Another objective was to show the importance of using GIS as a platform for PMSs, though it is still a few steps ahead to achieve this goal and requires team work involving other specializations, but ultimately it would be done within the course of the running projects. The output result from the roughness survey was GPS test locations, the processed IRI values for left and right wheel paths and the video streaming data. IRI values were used as an attribute data for the constructed, segmented lane lines in ArcGIS 9.2. Triggered roughness values were identified to classify IRI values into five classes reflecting the status of the pavement surface. The lane lines were symbolized and color-coded using these five classes. A standalone application known as “ROMDAS Data view” was developed based on a database comprising road location references (Change points), video data and the IRI values. An ArcGIS Extension, known as VideoDRS, was also used to enabling Indexing and playback of the video in reference to the GPS locations. Attribute data integration between IRI & FWD data was performed for each test location every 100m along the survey route. As a result, roughness data can be viewed through many techniques, VideoDRS and the ROMDAS Data view. GIS-based maps were produced for the whole Main Roads network for Abu Dhabi Island in reference to the condition data surveyed i.e. IRI Network & FWD Overlay Network.

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6

Shiyab. "Optimum use of the flexible pavement condition indicators in pavement management system." Curtin University of Technology, Department of Civil Engineering, 2007. http://espace.library.curtin.edu.au:80/R/?func=dbin-jump-full&object_id=9396.

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This study aimed at investigating the current practices and methods adopted by roads agencies around the world with regard to collection, analysis and utilization of the data elements pertaining to the main pavement condition indicators in pavement management systems (PMS). It also aimed at identifying the main predictors associated with each condition indicator and the factors that govern pavement structural and functional performance. Development of a new performance index that incorporates parameters or measures related to the main condition indicators (surface defects, roughness, deflection and skid resistance) and establishing the weight to be assigned to each indicator based on the relative impact on pavement condition was also one of the main objectives of this study. Thousands of pavement sections were subjected to thorough testing and inspection over the last few years to collect data pertaining to the main condition indicators. The collected data encompass visual distress survey, deflection measurements, roughness and skid resistance measurements. Collection of various condition indicators was accomplished according to well known international standards. The collected data were processed, tabulated and analyzed for the purpose of development of performance models and to prove certain theories or good practices. Advanced tools and machines were utilized to collect these data with a high degree of accuracy. The Falling Weight Deflectometer (FWD) was used to collect deflection data for structural analysis. Two Non-contact laser roughness measuring devices mounted on vehicles were heavily used for collecting roughness, texture, and rutting data. Distress data were collected using a manual procedure adopted and standardized at the Pavement Management System Unit of Dubai Emirate. Powerful engineering and statistical softwares were used in the analysis for the purpose of processing the data, back calculating the main parameters pertaining to pavement response, establishing the correlation matrices between various dependent variables and their predictors, and finally, applying linear and non linear regression analysis to develop reliable and predictable deterioration models for the uses of pavement management system. The analysis procedure was supplemented by a vast literature review for the up to date information along within deep investigations and verifications for some of the current practices, theories and models used in pavement design and pavement evaluation with more emphasis on the inherent drawbacks associated to these models and procedures. The study confirmed that pavement condition deterioration and performance can be best predicted and evaluated based on four main condition indicators; First, surface distress to assess the physical condition of the pavements and detect the inherent problems and defects caused by various factors affecting pavement performance. Second; roughness measurements to evaluate the riding quality of the pavement. Third; deflection to calculate pavement response (stress and strains) and to assess pavement structural capacity and calculating the remaining life, and finally, skid resistance measurement to assess the level of safety and surface texture properties. Thorough study and investigation of the physical condition indicators and the associated parameters, confirmed that pavement distress data are vital elements in each pavement management system. Distress data can be used effectively to identify the main problems associated with pavement performance, causes of deterioration, maintenance measures needed to prevent the acceleration of the distress, the rehabilitation schemes needed to improve the pavement condition and finally to prepare maintenance work programs and to estimate the annual maintenance needs under an open or limited budget. Alligator cracking was found to have the heaviest impact on pavement condition. Distress density, probable causes of deterioration and distress propagation rate are the required parameters in PMS. Roughness was found to have a basic influence on pavement condition and the type of selected treatment. The use of Roughness data in terms of International Roughness Index (IRI) can be optimized in PMS by using this indicator in the following forms: Roughness, as an objective measure, can be used as a good performance predictor of the current riding quality of pavements in service and reflects the inherent imperfections and built-in irregularities embodied in the road pavement surface. Roughness measurement can be used as a reference to establish construction specifications and provides through the PMS system an organized feedback approach to correct the persistent design deficiencies detected after road construction. Roughness can be used effectively in the planning process for maintenance works and to select the candidate sections through calculating the functional remaining life based on the estimated terminal value using Roughness-Age, Roughness-ESAL, and Roughness-PSI models. Lane–IRI along with the Difference between the left and right wheel IRI values, termed as “ Yaw” are the most suitable forms to be used in PMS to report about roughness characteristics. Yaw term can be used effectively to report or feed back about geometric imperfections that exist on the road surface such as improper cross slope, shoving and the probable drainage problems. The roughness cumulative distribution curves can be used as a planning tool in PMS to report at the network level. These curves indicate the network health and the required funding at different level of risks, so proactive measures can be taken and the required budgets can be made available. Deflection data were found to form a basic component of the PMS. It was found that these data can be used at both network and project levels. Direct deflection measurements were found Not to be the ideal form to report about structural capacity at the network level. It is rather can be used at project level to detect weak spots and critical pavements layers. At the network level, the back calculated parameters from deflection basin such as Pavement Modulus (Ep), Asphalt and Pavement Curvature (CUR), Cross Sectional Area and the other deflection basin characteristics are much more appropriate for reporting about pavement structural conditions and calculating the structural remaining life in PMS. The design deflection and curvature that characterize the pavement have been found to be calculated based on the mean along with the two times the standard deviation of the measured data. The Effective Structural Number (SNeff) was found to have good correlations with the Total Pavement Thickness (Ht), the value of the deflection measured at the center of the loading plate ( D0 ) and the difference between D0 and the deflection measured at 450mm from the center of the loading plate ( D0 - D450 ). The first two variables were found to account for more than 92% of the structural capacity prediction model. Traffic variable in terms of the accumulated standard repetitions (ESAL) was found to account for more than 60% of the deflection model predictability. Other variables such as E value, asphalt and base layer thicknesses can improve the predictability of the model if included. The concept of the relative value of effective pavement modulus to the original pavement modulus (Eeff/E0) was found to gives a reliable representation about the exhausted and the remaining life of the in-service pavement structure. The study showed that the pavement is reported to be structurally failed, when the effective asphalt or pavement modulus is about 20 - 35 % of its original design value which is equal to the modulus of the unbound material. It was also found that when the area of the fatigue cracking and the patching distresses exceeds 17% of the total pavement section area, or the depth of rutting is more than 15mm, the pavement is reported to be structurally failed and major rehabilitation or reconstruction should be applied. Skid resistance can be reported in the form of International Friction Index (IFI), as a well defined universal index, along with other two numbers; F60 Friction (Microtexture) related number measured at 60 km/h velocity and Macrotexture related number and Vp, which constitute the IFI index can be used in Pavement management system applications to report about skid resistance characteristics and the network level of safety. These three figures can be used to report about pavement condition, accidents, airports operations, and maintenance management surveys. In this study, new methods and models were developed and suggested to be used in PMS as an alternative to the current available methods which were found to be impractical in certain cases. Finally, further research efforts are recommended to explore the uses of other parameters in particular those related to deflection basin analysis, cross sectional area, curvature, and pavement moduli. Skid resistance testing and reporting method should be subjected to further research works for the purpose of standardizing reporting methods, identifying the relative impact of main predictors i.e. megatexture, macrotexture and microtexture components and to develop performance models.

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7

Shiyab, Adnan. "Optimum use of the flexible pavement condition indicators in pavement management system /." Full text available, 2007. http://adt.curtin.edu.au/theses/available/adt-WCU20080404.095559.

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8

Shiyab, Adnan M. S. H. "Optimum use of the flexible pavement condition indicators in pavement management system." Thesis, Curtin University, 2007. http://hdl.handle.net/20.500.11937/531.

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This study aimed at investigating the current practices and methods adopted by roads agencies around the world with regard to collection, analysis and utilization of the data elements pertaining to the main pavement condition indicators in pavement management systems (PMS). It also aimed at identifying the main predictors associated with each condition indicator and the factors that govern pavement structural and functional performance. Development of a new performance index that incorporates parameters or measures related to the main condition indicators (surface defects, roughness, deflection and skid resistance) and establishing the weight to be assigned to each indicator based on the relative impact on pavement condition was also one of the main objectives of this study. Thousands of pavement sections were subjected to thorough testing and inspection over the last few years to collect data pertaining to the main condition indicators. The collected data encompass visual distress survey, deflection measurements, roughness and skid resistance measurements. Collection of various condition indicators was accomplished according to well known international standards. The collected data were processed, tabulated and analyzed for the purpose of development of performance models and to prove certain theories or good practices.Advanced tools and machines were utilized to collect these data with a high degree of accuracy. The Falling Weight Deflectometer (FWD) was used to collect deflection data for structural analysis. Two Non-contact laser roughness measuring devices mounted on vehicles were heavily used for collecting roughness, texture, and rutting data. Distress data were collected using a manual procedure adopted and standardized at the Pavement Management System Unit of Dubai Emirate. Powerful engineering and statistical softwares were used in the analysis for the purpose of processing the data, back calculating the main parameters pertaining to pavement response, establishing the correlation matrices between various dependent variables and their predictors, and finally, applying linear and non linear regression analysis to develop reliable and predictable deterioration models for the uses of pavement management system. The analysis procedure was supplemented by a vast literature review for the up to date information along within deep investigations and verifications for some of the current practices, theories and models used in pavement design and pavement evaluation with more emphasis on the inherent drawbacks associated to these models and procedures. The study confirmed that pavement condition deterioration and performance can be best predicted and evaluated based on four main condition indicators; First, surface distress to assess the physical condition of the pavements and detect the inherent problems and defects caused by various factors affecting pavement performance. Second; roughness measurements to evaluate the riding quality of the pavement.Third; deflection to calculate pavement response (stress and strains) and to assess pavement structural capacity and calculating the remaining life, and finally, skid resistance measurement to assess the level of safety and surface texture properties. Thorough study and investigation of the physical condition indicators and the associated parameters, confirmed that pavement distress data are vital elements in each pavement management system. Distress data can be used effectively to identify the main problems associated with pavement performance, causes of deterioration, maintenance measures needed to prevent the acceleration of the distress, the rehabilitation schemes needed to improve the pavement condition and finally to prepare maintenance work programs and to estimate the annual maintenance needs under an open or limited budget. Alligator cracking was found to have the heaviest impact on pavement condition. Distress density, probable causes of deterioration and distress propagation rate are the required parameters in PMS. Roughness was found to have a basic influence on pavement condition and the type of selected treatment. The use of Roughness data in terms of International Roughness Index (IRI) can be optimized in PMS by using this indicator in the following forms:Roughness, as an objective measure, can be used as a good performance predictor of the current riding quality of pavements in service and reflects the inherent imperfections and built-in irregularities embodied in the road pavement surface. Roughness measurement can be used as a reference to establish construction specifications and provides through the PMS system an organized feedback approach to correct the persistent design deficiencies detected after road construction. Roughness can be used effectively in the planning process for maintenance works and to select the candidate sections through calculating the functional remaining life based on the estimated terminal value using Roughness-Age, Roughness-ESAL, and Roughness-PSI models. Lane–IRI along with the Difference between the left and right wheel IRI values, termed as “ Yaw” are the most suitable forms to be used in PMS to report about roughness characteristics. Yaw term can be used effectively to report or feed back about geometric imperfections that exist on the road surface such as improper cross slope, shoving and the probable drainage problems. The roughness cumulative distribution curves can be used as a planning tool in PMS to report at the network level. These curves indicate the network health and the required funding at different level of risks, so proactive measures can be taken and the required budgets can be made available.Deflection data were found to form a basic component of the PMS. It was found that these data can be used at both network and project levels. Direct deflection measurements were found Not to be the ideal form to report about structural capacity at the network level. It is rather can be used at project level to detect weak spots and critical pavements layers. At the network level, the back calculated parameters from deflection basin such as Pavement Modulus (Ep), Asphalt and Pavement Curvature (CUR), Cross Sectional Area and the other deflection basin characteristics are much more appropriate for reporting about pavement structural conditions and calculating the structural remaining life in PMS. The design deflection and curvature that characterize the pavement have been found to be calculated based on the mean along with the two times the standard deviation of the measured data. The Effective Structural Number (SNeff) was found to have good correlations with the Total Pavement Thickness (Ht), the value of the deflection measured at the center of the loading plate ( D0 ) and the difference between D0 and the deflection measured at 450mm from the center of the loading plate ( D0 - D450 ). The first two variables were found to account for more than 92% of the structural capacity prediction model.Traffic variable in terms of the accumulated standard repetitions (ESAL) was found to account for more than 60% of the deflection model predictability. Other variables such as E value, asphalt and base layer thicknesses can improve the predictability of the model if included. The concept of the relative value of effective pavement modulus to the original pavement modulus (Eeff/E0) was found to gives a reliable representation about the exhausted and the remaining life of the in-service pavement structure. The study showed that the pavement is reported to be structurally failed, when the effective asphalt or pavement modulus is about 20 - 35 % of its original design value which is equal to the modulus of the unbound material. It was also found that when the area of the fatigue cracking and the patching distresses exceeds 17% of the total pavement section area, or the depth of rutting is more than 15mm, the pavement is reported to be structurally failed and major rehabilitation or reconstruction should be applied. Skid resistance can be reported in the form of International Friction Index (IFI), as a well defined universal index, along with other two numbers; F60 Friction (Microtexture) related number measured at 60 km/h velocity and Macrotexture related number and Vp, which constitute the IFI index can be used in Pavement management system applications to report about skid resistance characteristics and the network level of safety. These three figures can be used to report about pavement condition, accidents, airports operations, and maintenance management surveys.In this study, new methods and models were developed and suggested to be used in PMS as an alternative to the current available methods which were found to be impractical in certain cases. Finally, further research efforts are recommended to explore the uses of other parameters in particular those related to deflection basin analysis, cross sectional area, curvature, and pavement moduli. Skid resistance testing and reporting method should be subjected to further research works for the purpose of standardizing reporting methods, identifying the relative impact of main predictors i.e. megatexture, macrotexture and microtexture components and to develop performance models.

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9

Bryce, James Matthew. "Applying Pavement Life Cycle Assessment Results to Enhance Sustainable Pavement Management Decision Making." Diss., Virginia Tech, 2014. http://hdl.handle.net/10919/64335.

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Sustainable pavement management implies maintaining acceptable condition of pavements while also considering the tradeoff between cost, environmental impacts and social impacts of pavement investments. Typical pavement management practices only consider economic considerations, and environmental mitigation techniques are employed after the selection of the maintenance action is complete. This dissertation presents a series of papers that demonstrate the impact of decision making on the environmental impact of the pavements both at the project and network levels of pavement management. An analysis was conducted of two models that relate pavement properties to vehicle rolling resistance and fuel consumption. These models were used, along with other tools to evaluate the impact of including the use phase of a pavement into pavement lifecycle assessments. A detailed project level lifecycle assessment was conducted, and it was found that the vehicles on the pavement during the use phase contribute the most to environmental pollutants by a significant margin over other phases of the lifecycle. Thus, relatively small improvements in the factors which contribute to rolling resistance may significantly influence the environmental impacts of the pavement. Building on this, a network level lifecycle assessment method was proposed to probabilistically quantify energy consumption for a given set of expected maintenance actions. It was shown that, although maintenance actions require a certain amount of energy consumption, this energy can be offset by improved road conditions leading to reduced rolling resistance. However, this tradeoff of reduced energy consumption also includes increased costs for a given network condition. In other words, the lowest energy consumption values did not tend to fall along the line defined by minimizing the cost divided by the pavement condition. In order to demonstrate how this tradeoff should be addressed, a novel decision analysis framework was developed, and implemented on a specific pavement network. Finally, a survey of transportation professionals was evaluated to determine their optimal points within the solution space defined by minimizing costs and energy consumption while maximizing pavement condition. It was found that the solution space could be greatly reduced by implementing their responses using the proposed decision analysis framework. Ph. D.

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10

Yoo, Jaewook. "Multi-period optimization of pavement management systems." Diss., Texas A&M University, 2004. http://hdl.handle.net/1969.1/343.

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The purpose of this research is to develop a model and solution methodology for selecting and scheduling timely and cost-effective maintenance, rehabilitation, and reconstruction activities (M & R) for each pavement section in a highway network and allocating the funding levels through a finite multi-period horizon within the constraints imposed by budget availability in each period, frequency availability of activities, and specified minimum pavement quality requirements. M & R is defined as a chronological sequence of reconstruction, rehabilitation, and major/minor maintenance, including a "do nothing" activity. A procedure is developed for selecting an M & R activity for each pavement section in each period of a specified extended planning horizon. Each activity in the sequence consumes a known amount of capital and generates a known amount of effectiveness measured in pavement quality. The effectiveness of an activity is the expected value of the overall gains in pavement quality rating due to the activity performed on a highway network over an analysis period. It is assumed that the unused portion of the budget for one period can be carried over to subsequent periods. Dynamic Programming (DP) and Branch-and-Bound (B-and-B) approaches are combined to produce a hybrid algorithm for solving the problem under consideratioin. The algorithm is essentially a DP approach in the sense that the problem is divided into smaller subproblems corresponding to each single period problem. However, the idea of fathoming partial solutions that could not lead to an optimal solution is incorporated within the algorithm to reduce storage and computational requirements in the DP frame using the B-and-B approach. The imbedded-state approach is used to reduce a multi-dimensional DP to a one-dimensional DP. For bounding at each stage, the problem is relaxed in a Lagrangean fashion so that it separates into longest-path network model subproblems. The values of the Lagrangean multipliers are found by a subgradient optimization method, while the Ford-Bellman network algorithm is employed at each iteration of the subgradient optimization procedure to solve the longest-path network problem as well as to obtain an improved lower and upper bound. If the gap between lower and upper bound is sufficiently small, then we may choose to accept the best known solutions as being sufficiently close to optimal and terminate the algorithm rather than continue to the final stage.

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Asghar, Ali. "Pavement Management System for Canadian Forces Bases." Thesis, National Library of Canada = Bibliothèque nationale du Canada, 2001. http://www.collectionscanada.ca/obj/s4/f2/dsk3/ftp04/MQ57747.pdf.

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12

Yim, Wai-Kei 1978. "Data modeling in a pavement management system." Thesis, Massachusetts Institute of Technology, 2001. http://hdl.handle.net/1721.1/8619.

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Thesis (M.Eng.)--Massachusetts Institute of Technology, Dept. of Civil and Environmental Engineering, 2001. Includes bibliographical references (p. 80). Data modeling is one of the critical steps in the software development process. The use of data becomes a profitable business today and the data itself is a valuable asset of the company. In this thesis, the process of developing a data model will be introduced in the first part. The second part will be a case study. The case study is about the development of the data model of a pavement management system. This is an actual project implemented for the Public Works Department of Arlington, MA. by Wai-Kei Yim. M.Eng.

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J, Bredenhann S. "Application of neural networks in pavement management." Thesis, Stellenbosch : Stellenbosch University, 2000. http://hdl.handle.net/10019.1/51619.

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Thesis (MEng)--University of Stellenbosch, 2000. ENGLISH ABSTRACT: The intent of this thesis is to examine the solving of problems with neural networks. Three cases are investigated: the calculation of a Visual Condition Index (VCI), the determination ofthe reseal need, and the back-calculation of E-moduli from measured deflection basins. The calculation of a Visual Condition Index (VCI) is a very good example of how a neural network can be applied to reach a conclusion through the association of a number of facts with one single outcome. VISual assessments of the road condition are done on a yearly basis and the Assessor gives his impression of the condition of a road. A neural network simulates the association between the inputs of elements of distress on the road and the eventual assessment of the overall condition expressed as the VCI, very well. Reseal need is determined by the Provincial Administration: Western Cape (PAWC) with a Reseal Expert System. Data produced by the expert system was used to train a neural network to determine the reseal need. The strength of using these two methods in combination is shown. Meaningful results could not be obtained due to insufficient data in certain categories. Deflection measurements with a Falling Weight Deflectometer are meaningful indicators of pavement strength. Back-calculation is used to calculate E-moduli of pavement layers which can be used in a mechanistic approach to estimate remaining pavement life from pavement response. Conventional backcalculation programs, when implemented in a pavement management system, result in very long computing times due to the large volumes of data available. Neural networks offer the alternative of very fast processing, making the implementation of back-calculation in real-time possible. It is shown that neural networks can back-calculate E-moduli, but with varying degrees of success. The main problem identified is the basis on which the dataset used to train neural networks, is generated using linear elastic theory. The biggest limitation in the linear elastic theory is that non-linear and stress dependent behaviour of materials cannot be simulated, two aspects that have a major influence on the back-calculated E-moduli. Improvements in the data generation process using a theory that accommodates non-linear and stress dependent behaviour of materials may result in improved performance of the neural networks. It is also shown that it is very difficult to design a single neural network that can be successfully used on all the possible pavement types. It is better to identify representative pavement types and train neural networks for each of these. Neural networks can be applied with success in the pavement management field and the combination of Expert Systems, Neural Networks and Fuzzy Logic can be a very powerful method to solve complicated problems. Care should be taken in the design of the neural networks and a good understanding ofthe data is a prerequisite for success. AFRIKAANSE OPSOMMING: Die bedoeling met die tesis is om die vermoë van neurale netwerke om probleme op te los, te ondersoek. Drie gevalle word beskou: die berekening van 'n Visuele Toestand Indeks (VTI), die bepaling van die herseël behoefte en die terugberekening van die E-moduli vanaf defleksie metings. Die berekening van die VTI demonstreer die vermoë van neurale netwerke om,deur middel van die assosiasie tussen 'n hele aantal veranderlikes tot 'n enkele uitkoms, tot 'n gevolgtrekking te kom. Visuele opnames van paaie word op 'n jaarlikse basis gedoen waar die opnemer sy indrukke gee van die toestand van die pad. In Neurale netwerk simuleer die assosiasie tussen die insette (waargenome gebreke) en die uiteindelike toestands beskrywing van die pad, uitgedruk as die VTI, baie goed. Die Provinsiale Administrase: Wes-Kaap bepaal die jaarlikse herseëlbehoefte met behulp van 'n Herseël Ekspertstelsel. Die uitsette van hierdie stelsel is gebruik om 'n neurale netwerk op te lei om die herseëlbehoefte te bepaal. Die voordele om die twee stelsels saam aan te wend, word getoon. Betekenisvolle resultate kom nie bekom word nie vanweë onvoldoende inligting in sekere kategorieë. Defleksiemetings deur 'n vallende-gewig meetapparaat is betekenisvolle indikators van die plaveiselsterkte. Die E-moduli van die plaveisellae word bepaal deur terugberekenings vanaf defleksiemetings. Hierdie Emoduli kan gebruik word om met behulp van meganistiese metodes die oorblywende leeftyd van 'n plaveisel te bepaal. Konvensionele terugberekenings programme, geïmplementeer in In plaveiselbestuurstelsel, neem lank om die groot hoeveelheid defleksiemetings te verwerk. Neurale netwerke bied die alternatief van die intydse berekening van E-moduli vanweë die besonder hoë berekeningspoed wat behaal word. In hierdie tesis word aangetoon dat neurale netwerke aangewend kan word om die terugberekenigs te doen, maar met 'n wisselende mate van sukses. Die gebruik van die lineêre elastiese teorie om die data vir die neurale netwerke te genereer, word as 'n probleem geïdentifiseer. Die grootste tekortkoming wat met die lineêre elastiese teorie ondervind word is dat dit nie die nie-lineêre en spanningsafhanklike gedrag van materiale voldoende simuleer nie. Beide hierdie twee aspekte het 'n groot invloed op die akkuraatheid van terugberekende E-moduli. Verbeteringe in die generering van data deur 'n teorie te gebruik wat nie-lineêre en spanningsafhanklike gedrag van materiale behoorlik simuleer, mag lei tot 'n beter prestasie van die neurale netwerke. Dit word ook getoon dat dit moeilik is om 'n enkele neurale netwerk te ontwerp wat suksesvol gebruik kan word op alle plaveiseltipes. Dit is beter om verteenwoordigende plaveiseltipes te identifiseer en dan neurale netwerke vir elkeen te ontwerp. Neurale netwerke kan met sukses in die plaveiselbestuur veld toegepas word en die kombinasie van ekspertsteiseis, neurale netwerke en vaagheidstelsels (fuzzy) kan tot kragtige metodes lei om komplekse probleme op te los. Sorg moet aan die dag gelê word met die ontwerp van neurale netwerke en 'n goeie begrip van die data is 'n voorvereiste vir sukses.

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Pietrzycki, James M. "Analytical Hierarchy Process in Pavement Management Systems." University of Toledo / OhioLINK, 2014. http://rave.ohiolink.edu/etdc/view?acc_num=toledo1404499466.

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Asghar, Ali Carleton University Dissertation Engineering Civil and Environmental. "Pavement management system for Canadian forces bases." Ottawa, 2001.

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Cancian, Glen Andrew. "Heuristic Based Optimisation of Pavement Management Scheduling." Thesis, Griffith University, 2016. http://hdl.handle.net/10072/366768.

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The issue of effectively scheduling pavement maintenance and rehabilitation treatments over a multi-year planning horizon plagues road authorities around the world with the significance of this issue being amplified by both an ageing pavement network and the trend towards insufficient fund allocation. The scope of the problem can be quantified as follows: if only a single treatment is able to be applied to each individual road segment in a single year, then the total number of possible programmed maintenance and rehabilitation schedule alternatives for a moderate-sized network of 1,000 road segments, with eight different treatments possible, over a twenty year anaysis period is ((1.0 × 103)8)20 = 1.0 × 10480. Assuming that a computer can build and evaluate 100 complete maintenance and rehabilitation schedules a second, to identify the optimal schedule for this 1,000 segment road network would take 3.17 × 10471 years. The overall goal of this study is to investigate the benefits of applying modern heuristic optimisation techniques to the problem of pavement main- tenance and rehabilitation scheduling over a multi-year planning horizon. To address this goal, a four stage approach was utilised using a real road network with real pavement condition data as the test benchmark. Thesis (PhD Doctorate) Doctor of Philosophy (PhD) Griffith School of Engineering Science, Environment, Engineering and Technology Full Text

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Miah, Md Tofail. "Prediction Modelling of Pavement Deterioration and Pavement Condition Index Assessment in Airport PMS." Thesis, Griffith University, 2022. http://hdl.handle.net/10072/417693.

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Airport Pavement Management System (APMS) is a process to develop strategies through data analysis thereby, optimising resource allocation. The process assisting decision-makers in maintaining pavement functionally cost-effectively over a given period. This research focuses on some critical issues underlying APMS. In APMS implementation, pavement evaluation and technical software application are two integral components. Pavement evaluation consists of surface friction evaluation and pavement condition index (PCI) investigation. The frictional performance of runway pavement is crucial for the safe take-off and landing of aircraft on the runway. Grooving on the runway has been proven to improve frictional braking resistance and reducing the risk of hydroplaning by improving runway surface drainage capacity during wet weather. However, groove closure is quite common in many airports over time for several reasons. Moreover, the degree of the deterioration of groove dimensions has not been quantified in a mathematical model yet. This thesis presents the development of inventive modelling of runway groove deterioration to quantify the frictional performance of airport runways. This innovative model can be useful for the airport authorities to predict grove deterioration and estimate its service length, leading to budget planning for maintenance for friction development. This model can become an integral part of the future APMS. Another aspect investigated in this study is the impact of swelling soil on the PCI of airport pavement. Pavements constructed over swelling soil cannot accommodate the shrink-swell behaviour of underlying soil. Consequently, failure occurs in the form of heaving and ends up increasing roughness on the pavement surface thereby, affecting the pavement functional performance. Swelling was observed with time in three sealed flexible pavement runways in northwest Queensland due to water intrusion. PCI was calculated on these runways using the PAVER, pavement management software. The study established a relationship between in-situ moisture content and PCI to demonstrate the influence of subgrade moisture on the subgrade behaviour and seasonal variations of moisture on PCI. In APMS, a computerised software program is an integral part of this system to conduct precise analysis and identify the optimal time to apply the best M&R alternative and avoid higher M&R costs in the future. PAVER and FAA PAVEAIR are two leading professional software that utilises PCI to evaluate the pavement condition to predict future pavement performance. However, PAVER and FAA PAVEAIR differ in evaluating Airfield pavement conditions during the configuration of prediction models from different Asphalt Concrete (AC) runway field distress data revealed in this study, including postulating the rationale. The study results will assist users in being more specific in their use of expert systems during pavement deterioration modelling, allowing them to estimate pavement life with greater precision. Finally, this study renders an understanding of PCI model configuration approaches between PAVER and FAA PAVEAIR, which helps to identify the estimation process of PCI among the two software and evaluate the pavement condition to finalise maintenance actions. This thesis attempts to enhance future APMS by exploring some of the emerging issues within APMS. The outcomes will contribute significantly to supporting the decisionmaking process of the airport authorities. Thesis (PhD Doctorate) Doctor of Philosophy (PhD) School of Eng & Built Env Science, Environment, Engineering and Technology Full Text

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Suharman, Hamzah. "Development of A Practical Model for Pavement Management Systems." 京都大学 (Kyoto University), 2012. http://hdl.handle.net/2433/157549.

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Li, Ningyuan. "Development of a probabilistic based, integrated pavement management system." Thesis, National Library of Canada = Bibliothèque nationale du Canada, 1997. http://www.collectionscanada.ca/obj/s4/f2/dsk3/ftp04/nq22215.pdf.

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Zhang, Guanghua. "Performance Analysis and Strategic Management of Longitudinal Pavement Markings." NCSU, 2009. http://www.lib.ncsu.edu/theses/available/etd-11062009-155546/.

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This research evaluated longitudinal pavement marking performance and developed useful degradation models for paint pavement markings which can help transportation agencies meet the pending FHWA minimum retroreflectivity requirements. The impacts of several important factors (such as directionality, pavement type and roughness) on marking retroreflectivity were evaluated. With a large dataset in hand, we determined whether these factors had significant impacts on marking retroreflectivity. Paint pavement marking centerline retroreflectivity values measured in the direction of paint striping were found to be significantly higher than the values measured in the opposite direction. The mean values of the retroreflectivity measurements collected on the plant mixed pavements were found to be significantly larger than the values collected on the bituminous surface treatment (BST) pavements. Image processing techniques were used to analyze paint pavement marking surface glass bead density. Bead density values were found to have a positive correlation with marking retroreflectivity measurements. Higher glass bead density led to higher marking retroreflectivity. The research also compared existing marking retroreflectivity degradation models. A linear mixed effects model (LMEM) was selected as most appropriate for the paint marking retroreflectivity data. LMEMs were established for paint pavement markings based on the data collected in NC. The research outcomes can help transportation agencies have a better understanding of paint pavement marking performance, which can lead to cost savings by maximizing the marking service lifecycles.

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Najafi, Shahriar. "Pavement Friction Management (PFM) - A Step Toward Zero Fatalities." Diss., Virginia Tech, 2016. http://hdl.handle.net/10919/64457.

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It is important for highway agencies to monitor the pavement friction periodically and systematically to support their safety management programs. The collected data can help implement preservation policies that improve the safety of the roadway network and decrease the number of skidding-related crashes. This dissertation introduces new approaches to effectively use tire-pavement friction data for supporting asset management decisions. It follows a manuscript format and is composed of five papers. The first chapter of the dissertation discusses the principles of tire pavement friction and surface texture. Methods for measuring friction and texture are further discussed in this chapter. The importance of friction in safety design of highways is also highlighted. The second chapter discusses a case study on developing pavement friction management program. The proposed approach in this chapter can be used by highways agencies to develop pavement friction management program. Contrary to general perception, that friction is only influencing wet condition crashes, this study indicated that friction is associated with both wet and dry condition crashes. The third and fourth chapters of the dissertation introduce a soft-computing approach for pavement friction management. Artificial Neural Network and Fuzzy Logic approach are presented. The learning ability of Neural Network makes it appealing as it can learn from examples; however, Neural Network is generally complicated and hard to understand for practical purposes. The Fuzzy system on the other hand is easy to understand. The advantage of Fuzzy system over Artificial Neural Network is that it uses linguistic and human like rules. Sugeno Neuro-Fuzzy approach is used to tune the proposed Fuzzy Logic model. Neuro-Fuzzy approach has the benefit of incorporating both 'learning ability' of neural network and human ruled based decision making aspect of fuzzy logics. The application of the fuzzy system in real-time slippery spot warning system is demonstrated in chapter five. Finally, the sixth chapter of the dissertation evaluates the potential of grinding and grooving technique to restore friction properties of the pavement. Once sleek spots are identified through pavement friction management program, this technique can be used to restore the friction without compromising the roadway smoothness. Ph. D.

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Quispe, Sagastegui Jose Andy, Schilder Luisiana Rioja, Manuel Silvera, and Jose Reyes. "Pavement management system to improve local road administration using PCI, IRI and PSI for pavement failures identification." Institute of Electrical and Electronics Engineers Inc, 2020. http://hdl.handle.net/10757/656415.

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El texto completo de este trabajo no está disponible en el Repositorio Académico UPC por restricciones de la casa editorial donde ha sido publicado. A pavement management system (PMS) is a tool that supports decision-making specialists to maintain the pavement at an optimal service level. The absence of a PMS could lead to inadequate decision-making, a disorganized road inventory, poor selection in road maintenance techniques and inefficient technical support to justify the execution of maintenance activities. For these reasons, this research proposes the application of a PMS, with the objective of improving and standardizing the processes for evaluating the condition of roads that are under the jurisdiction of low-budget government organizations, guaranteeing the selection of the most appropriate type of maintenance. As a case of study, a 1.1 km local road located in one of the districts of Lima was evaluated, which was divided into 11 sections. With this evaluation, it was obtained that 2,605.43 m2 of the total road is in poor condition, due to the presence of functional failures. For the identification of failures, the pavement condition index (PCI), the international roughness index (IRI) and the present serviceability index (PSI) were used to determine the condition, roughness and serviceability of the pavement. In conclusion, it was identified that the proposed PMS is adequately adapted to the way of working and available budget of a local administration, since if it is applied it would only spend 20.55% of the fund that would be destined to a total reconstruction of road.

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Kannemeyer, Louw. "The applicability of published pavement deterioration models for national roads." Diss., University of Pretoria, 1993. http://hdl.handle.net/2263/37297.

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The growing interest in pavement management systems (PMSs), both in South Mrica and internationally, has been in response to a shift in importance from the construction of new roads to the maintenance of the existing paved network coupled with increasingly restrictive road funding. In order to develop a balanced expenditure programme for the national roads of South Africa there is a need to predict the rate of deterioration of a pavement and the nature of the changes in its condition so that the timing, type and cost of maintenance needs could be estimated. Internationally these expected changes in pavement condition are predicted by pavement deterioration models, which normally are algorithms developed mathematically or from a study of pavement deterioration. Since no usable pavement deterioration models existed locally, it was necessary to evaluate overseas literature on pavement deterioration prediction models with the aim of identifying models possibly applicable to the national roads of South Africa. Only deterioration models developed from the deterioration results of inservice pavements under a normal traffic spectrum were evaluated. Models developed from accelerated testing were avoided since these models virtually eliminated long·term effects (these are primarily environmental but also include effects of the rest periods between loads), and that the unrepresentative traffic loading regimes can distort the behaviour of the pavement materials, which is often stress dependent. Models developed from the following studies were evaluated: • AASHO Road Test • The Kenya study • Brazil-UNDP study (HDM-ill models) • Texas study Of all the above models studied that were developed from major studies it was concluded that the incremental models developed during the Brazil study, were the most appropriate for further evaluation under South African conditions. A sensitivity analysis was conducted on the HDM-III models to evaluate their sensitivity to changes in the different parameters comprising each model. The results obtained from the sensitivity analysis indicate that the incremental roughness prediction model incorporated into the HDM-III model tends to be insensitive to changes in most parameters. Accuracy ranges for input data were, however, also identified for parameters which indicated an increase in sensitivity in certain ranges. The local applicability of the HDM-III deterioration models were finally evaluated by comparing HDM-III model predictions with the actually observed deterioration values of a selected number of national road pavement sections. To enable the above comparison, a validation procedure had to be developed according to which the format of existing data could be transformed to that required by the HDM-ill model, as well as additional information be calculated. From the comparison it was concluded that the HDM-III models are capable of accurately predicting the observed deterioration on South African national roads, but that for most models calibration is needed for local conditions. Guidelines regarding recommended calibration factor ranges for the different HDM-ill models are given. Finally it is recommended that the HDM-III models should be considered for incorporation into a balanced expenditure programme for the national roads of South Africa. Dissertation (MEng)--University of Pretoria, 1993. gm2014 Civil Engineering MEng Unrestricted

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Panigrahi, Debananda. "Developing analytical tools for a local agency pavement management system /." free to MU campus, to others for purchase, 2004. http://wwwlib.umi.com/cr/mo/fullcit?p1426091.

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Salpisoth, Heng. "SIMPLE EVALUATION METHODS FOR ROAD PAVEMENT MANAGEMENT IN DEVELOPING COUNTRY." 京都大学 (Kyoto University), 2014. http://hdl.handle.net/2433/188562.

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Burdett, Bridget Rose Doran. "Speed Management on Rural Roads: The Effect of Pavement Markings." Thesis, University of Canterbury. Civil Engineering, 2010. http://hdl.handle.net/10092/5291.

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Current New Zealand guidelines encourage the installation of painted centrelines and edgelines on rural roads. Though it is known that speed is directly proportional to both accident likelihood and severity, the effect of pavement markings on speed is unclear. This study looked at the effect of pavement markings (centrelines and edgelines) on speed. The study method involved speed surveys at matched pairs, to compare sites with an edgeline and centreline, to centreline only sites, and to compare a further set of centreline-only sites to sites with no markings. Sites within pairs were all on straight, flat, single-carriageway rural roads in country environments, with 100km/h posted speed limits. Pairs were matched for sealed carriageway width, with a tolerance 0.5m difference in width allowed within pairs. In addition, a before/after study compared speeds at one of the centreline-only sites before and after installation of an edgeline. Results showed that compared to the case of no markings, presence of a centreline increases the mean speed and lowers the coefficient of variation. For matched pair sites with significant results, the increase in mean speed observed within pairs comparing no centreline to centreline only was 12.1km/h, from 71.9km/h for sites with no markings, to 84.0km/h for sites with a centreline only. The increase in mean speed observed at pairs comparing centreline only to centreline plus edgeline was 11.3km/h, from 86.0km/h for sites with centreline only, to 97.3km/h for sites with a centreline and edgeline. A before/after study showed a significant increase in speed with addition of an edgeline to a centreline-only road of 7.8km/h. Overall, an increase in delineation generally leads to an increase in speed, and a lowering of the coefficient of variation across all observed speeds. As it is unlikely that drivers would admit to being consciously motivated by the presence or absence of a centreline or edgeline, it is likely that this effect is due to an unconscious process of some kind.

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Reigle, Jennifer A. "Development of an integrated project-level pavement management model using risk analysis." Morgantown, W. Va. : [West Virginia University Libraries], 2000. http://etd.wvu.edu/templates/showETD.cfm?recnum=1634.

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Thesis (Ph. D.)--West Virginia University, 2000. Title from document title page. Document formatted into pages; contains xii, 210 p. : ill. (some col.). Vita. Includes abstract. Includes bibliographical references (p. 205-209).

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Hosten, Akyiaa Makeda. "District Level Preventive Maintenance Treatment Selection Tool for Use in Virginia." Thesis, Virginia Tech, 2013. http://hdl.handle.net/10919/19264.

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Preventive maintenance has the potential to improve network condition by retarding future pavement deterioration. The Virginia Department of Transportation uses its pavement management system to determine maintenance targets for each district. The districts then use these recommendations to select pavements that will receive maintenance and the types of treatments that will be applied. Each district has a different approach to preventive maintenance. There was a need for more consistent preventive maintenance practices across the state. This thesis outlines guidelines for the implementation of a preventive maintenance policy. Preventive maintenance treatments currently being used within Virginia include chip seal, slurry seal, microsurfacing, and thin hot mix asphalt overlays. Historical pavement condition data was obtained from the VDOT PMS for these treatments and treatment performance models were developed. A district level treatment selection tool was developed to assist the district level decision making process. A prioritized list of pavement sections was generated, maximizing the cost-effectiveness of the selected treatments subject to budgetary constraints set by the central office. The treatment selection tool was then run for each pavement classification in each district. The results of this analysis were presented. Although the recommended budget for each district was very close to the targets set by the central office, the recommended lane miles for each district were about half the targets set by the central office. It is believed that the unit costs used in this analysis were higher than those used in the VDOT PMS analysis. This selection tool has the potential to be a very powerful decision support tool if the unit costs are representative of what the expected treatment costs are for each district. Master of Science

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Ford, Anthony W. "WV DPMS district level pavement management system for West Virginia DOH district 5 /." Morgantown, W. Va. : [West Virginia University Libraries], 2001. http://etd.wvu.edu/templates/showETD.cfm?recnum=1870.

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Thesis (M.S.)--West Virginia University, 2001. Title from document title page. Document formatted into pages; contains viii, 186 p. : ill. (some col.). Vita. Includes abstract. Includes bibliographical references (p. 127-129).

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Goodman, Richard A. "A pavement maintenance management system designed for the city of Winnipeg." Thesis, National Library of Canada = Bibliothèque nationale du Canada, 1998. http://www.collectionscanada.ca/obj/s4/f2/dsk2/tape17/PQDD_0006/MQ32116.pdf.

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Durongdej, Warit 1977. "Software development process : web-based pavement management systems as case study." Thesis, Massachusetts Institute of Technology, 2001. http://hdl.handle.net/1721.1/8612.

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Thesis (M.Eng.)--Massachusetts Institute of Technology, Dept. of Civil and Environmental Engineering, 2001. Includes bibliographical references (leaf 75). In the Information Technology Era today, software has been one of the most significant elements to help organizations achieve increased productivity and commercial success. For developers to create effective software, an appropriate development process must be applied. Generally, the process of developing software can be considered as having six phases: requirements engineering, design, implementation, testing, maintenance, and project management. Over the past thirty years, different kinds of life cycle models have been developed by applying these phases to provide developers with the most appropriate procedures for projects of various types. In addition, a set of development fundamentals should be considered during the process to optimize time, effort and cost in developing each project. This thesis studies the software development process and its effects on the development schedule of a Pavement Management and Inspection System (PMIS) project as a case study. From the case study, it can be concluded that choosing the appropriate life cycle model and applying the pertinent fundamentals, with the essential components of the development speed, can lead the project to be a success. Problems encountered during the development process are also valuable information to study as it may prevent them from occurring in the future. by Warit Durongdej. M.Eng.

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Lee, Jen-Rong. "The object-oriented project system for pavement construction management and visualization /." The Ohio State University, 1997. http://rave.ohiolink.edu/etdc/view?acc_num=osu148794501561701.

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Fuentes, Antonio. "An Analysis of Sensitivity in Economic Forecasting for Pavement Management Systems." DigitalCommons@USU, 2015. https://digitalcommons.usu.edu/etd/4279.

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The research presented in this thesis investigates the effect the data collection process has on the results of the economic analysis in pavement management systems. The incorporation of pavement management systems into software packages has enabled local governments to easily implement and maintain an asset management plan. However a general standard has yet to be set, enabling local governments to select from several methods of data collection. In this research, two pavement management system software packages with different data collection methods are analyzed on the common estimated recommended M&R cost provided by their respective economic analysis. The Transportation Asset Management Software (TAMS) software package developed by the Utah LTAP Center at Utah State University consists of a data collection process composed of nine asphalt pavement distress observations. The Micro PAVERTM software package developed by the Army Corps of Engineers consists of a data collection process composed of 20 asphalt pavement distress observations. A Latin-hypercube sample set was input into each software package, as well as actual local government pavement condition data for the City of Smithfield, Utah and the City of Tremonton, Utah. This resulted in six total data sets for analysis, three entered and analyzed in TAMS and three entered and analyzed in Micro PAVERTM. These sample sets were then statistically modeled to determine the effect each distress variable had on the response produced by the economic analysis of estimated recommended M&R costs. Due to the different methodologies of pavement condition data collection, two different statistical approaches were utilized during the sensitivity analysis. The TAMS data sets consisted of a general linear regression model, while the Micro PAVERTM data sets consisted of an analysis of covariance model. It was determined that each data set had varying results in terms of sensitive pavement distresses; however the common sensitive distress in all of the data sets was that of alligator cracking/fatigue. This research also investigates the possibility of utilizing statistically produced models as a direct cost estimator given pavement condition data.

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Katz, Bryan Jeffrey. "Peripheral Transverse Pavement Markings for Speed Control." Diss., Virginia Tech, 2007. http://hdl.handle.net/10919/27759.

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In the United States, speeding is considered to be a contributing factor in about 30 percent of fatal crashes (US DOT, 2000). In an attempt to reduce speeds on roadway segments where speed is considered to be a safety concern, various low cost countermeasures have been investigated. Such countermeasures include pavement markings that give a psychological appearance of narrowing and/or increasing speed have been considered as a relatively low-cost treatment. Perceptual cues are one potential method of influencing motorists to slow down, and ultimately, to save lives. These perceptual techniques might be useful at lowering speeds in a variety of driving situations such as work zones, curves, roundabouts, and toll plazas. Evaluations are required in order to determine the effectiveness of these various treatments at reducing speeds. This research project explored several possible perceptual countermeasures to try on the approaches to curves for reducing speeds. It was ultimately decided to evaluate the effects of peripheral transverse lines in reducing speeds. Although there have been some limited evaluations of peripheral transverse markings in previous studies, no significant field evaluation has been performed and a recommended design for the markings has not been discussed. The projected results of the research effort is to determine pavement marking treatments with a high probability of success at reducing speeds, develop and design peripheral transverse markings based on site considerations, determine the effectiveness of the markings in the field, determine optimal pavement marking design using a driving simulator, and use a controlled research environment to finalize the design. This dissertation contributes to the body of knowledge on speed reduction research through the development of low cost speed reduction strategies, the design of peripheral transverse lines for varying geometric conditions, evaluation of these treatments in the field, in the simulator, and on a controlled roadway, and to finally compare the benefits of each of the evaluation approaches. In the field, peripheral transverse lines spaced at a frequency of 4 bars per second were evaluated in New York, Mississippi, and Texas. The markings were applied on approaches to curves in both rural and urban environments on both multi-lane and two-lane roadways. The authors concluded that overall, the pavement markings reduced speeds up to 59% compared to the baseline in the short term and 24% in the long term on overall vehicle speeds. When evaluating design alternatives of peripheral transverse markings, a follow-up study was performed and compared baseline conditions to markings spaced at a constant interval, exponentially closer, at two bars per second, and at four bars per second. The peripheral transverse lines were effective in reducing centerline encroachment; however, the results were inconclusive as to which particular marking spacing pattern was most effective. There was a large amount of variability in driving speeds using the driving simulator which made it ineffective at comparing designs. The third evaluation was performed at the Virginia Tech Smart Road in which reductions in speed were compared to the baseline at two locations. While one curve had large preview distances and no effect due to the treatments, speed reductions on a freeway ramp type of curve resulted in a speed reduction 42% greater than the reduction in the baseline condition. There are several advantages and disadvantages to evaluations in the field, simulator, and at a controlled research setting which are summarized in this dissertation. Overall, all three have potential of looking at different elements, but it was determined that variability when measuring speed in the driving simulator makes it more challenging as a tool for measuring speed reductions. Ph. D.

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Roberts, Ronald Anthony. "A new approach to Road Pavement Management Systems by exploiting Data Analytics, Image Analysis and Deep Learning." Doctoral thesis, Università degli Studi di Palermo, 2021. http://hdl.handle.net/10447/492523.

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Han, Daeseok. "Development of Open-source Hybrid Pavement Management System for an International Standard." 京都大学 (Kyoto University), 2011. http://hdl.handle.net/2433/151957.

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Alfar, E. "GIS-based pavement maintenance management model for local roads in the UK." Thesis, University of Salford, 2016. http://usir.salford.ac.uk/39679/.

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Roads represent a major long-term infrastructure investment. A well-managed and maintained road is therefore fundamental to the safety and availability of the road network as a whole. In carrying out pavement maintenance functions, Local Road Authorities face growing pressures arising from inadequate budgets and greater accountability, when many of the existing roads have reached the upper limits of their design life spans while being subjected to increasing traffic. There are many factors that influence the decision making process in pavement maintenance management, including road surface conditions, safety, traffic loading, cost, funding and prioritisation decisions, hence an efficient approach is vital to ensure optimisation and a satisfactory trade-off between conflicting factors. A Multi-criteria Decision Making (MCDM) approach is used to handle the trade-off between conflicting factors. It is processed in the Analytical Hierarchy Process (AHP) using Excel software, and the database developed in Excel is then imported into GIS in order to allow ease of query, analysis and visualisation of results. The main key output of this research will be the development of a GIS-based pavement maintenance management model to support decision making in pavement maintenance management. The most important factors influencing decision making in pavement maintenance management are established through a nationwide questionnaire survey, which is undertaken among the UK Local Authorities’ pavement maintenance experts. 14 factors were identified, which are: Remaining Service Life, Road Condition Indicator (RCI), Type of Deterioration, Observed Deterioration Rate, Traffic Diversion, Importance of Road/Classification, Annual Average Daily Traffic (AADT), Possible Conflict or Overlap with Other Road Works, Risk of failure, Safety Concern, Accident Rate (related to surface condition), Scheme Cost, Available Budget/Funding and Whole Life-Cycle Cost. Interviews were also conducted with experts in pavement maintenance within different Local Road Authorities to justify the rated factors affecting pavement maintenance prioritisation. The case study approach was adopted, based on Runnymede District roads within the Surrey County Council, for developing and testing the GIS-based decision support model. The output model was validated through interviews with four experts in pavement maintenance as target end-users, and the model was judged as a rational, simple and usable appropriate tool for network analysis as GIS. However, a risk of inadequate budgets might limit the practicability of the model.

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Sitzabee, William E. "A spatial Asset Management Study Through an Analysis of Pavement Marking Performance." NCSU, 2008. http://www.lib.ncsu.edu/theses/available/etd-03132008-145035/.

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This research evaluates pavement marking performance characteristics of NCâs highways and proposes asset management guidelines that will enable NC to effectively implement new Federal standards. Predictive models were developed and used to forecast the performance of pavement markings retroreflectivity over time. Consideration was given to the analysis of the relationships between pavement marking retroreflectivity values and variables such as marking color, marking age, pavement surface, and lateral location. Understanding retroreflectivity performance over time facilitated the development and implementation of guidelines and tools that will be used for holistic asset management. The guidelines and tools enable pavement-marking managers to focus limited resources where they are most needed and avoid replacing materials with effective life still remaining. Additionally, this research provides a means for NCDOT to establish the condition state of pavement markings throughout the State of North Carolina, This can be used to determined if they will be in compliance with pending minimum retroreflectivity standards that the Federal Highway Administration is proposing to publish.

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Grass, David Michael. "Integration of GIS into pavement management systems for low volume country roads." Auburn, Ala., 2007. http://repo.lib.auburn.edu/2007%20Spring%20Theses/GRASS_DAVID_9.pdf.

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Pilson, Charles Conway. "Multi-objective optimization in pavement management using genetic algorithms and efficient surfaces /." Digital version accessible at:, 1999. http://wwwlib.umi.com/cr/utexas/main.

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PIGOZZI, FRANCO. "A.P.M.S. – Airport Pavement Management System – specificamente contestualizzato in aeroporti a traffico stagionale." Doctoral thesis, Università degli Studi di Cagliari, 2015. http://hdl.handle.net/11584/266598.

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The Pavement Management System is a useful tool for operators and managers providing a systematic and objective method for pavement condition evaluation, maintenance planning decisions and budget allocation. Also for Airports, it represents a support to improve the decision-making process allowing the prediction of the pavements’ condition in future years depending on the evolution of the traffic and allowing a feedback of past applications. The high seasonality airports peculiarity is that there are ten times and over more movements in the peak season. This aspect consist in a severe time reduction due to the strong increase of traffic in the peak season with only strictly necessary and no longer be postponed maintenance actions allowed, then bringing up the question of construction techniques and material selection, maintenance planning and monitoring techniques. In this research this aspects were analyzed and some applications aimed to solve the issues encountered are proposed. The work also focused the attention on the pavement condition evaluation, especially at Network Level, with operators faced with low budget availability and looking for easy and rapid management and comparison of available data. An application of the developed framework was conducted on a Sardinian airport with the peak of traffic in the summer season, from June to September.

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Lathrop, Mitchell Currie. "Effectiveness of Porous Pavement and an Infiltration Trench as Urban Best Management Practices." Thesis, Virginia Tech, 1999. http://hdl.handle.net/10919/43107.

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Uslu, Berk. "Discrete Event Simulation Model for Project Selection Level Pavement Maintenance Policy Analysis." Thesis, Virginia Tech, 2011. http://hdl.handle.net/10919/77014.

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A pavement investment and management process has a dynamic structure with cause and effect. Better investment decisions for maintenance will increase the condition of the flexible pavement and will end up with a better level of service. Therefore, better investments decisions on pavement maintenance will increase the economic growth and global competition for the area. However, improper allocation of money and resources would end up with further deteriorations of the facilities. So asset management encourages highway maintenance managers to spend their scarce budget for the maintenance that is really needed. A well-developed pavement management simulation model will allow highway maintenance managers to consider the impact of choosing one maintenance policy alternative versus another through what-if analysis and having informed decisions. Discrete event simulation (DES) is an alternative method of analysis that offers numerous benefits in pavement management. Unlike the models currently in use, a decision support model created by utilizing the DES technique would allow fractionalizing the pavement in smaller proportions and simulating the policies on these smaller segments. Thus, users would see how their decisions would affect these specific segments in the highway network over a period of time. Furthermore, DES technique would better model the multiple resource requirements and dynamic complexity of pavement maintenance processes. The purpose for this research is to create a decision support tool utilizing discrete event simulation technique where the highway maintenance managers can foresee the outcomes of their what-if scenarios on the specific segments and whole of the highway network evaluated. Thus, can be used for both project and network level decision support. The simulation can also be used as a guiding tool on when, where and why resources are needed on needs basis. This research relies on the budget allocation results from the linear optimization model (LOM). This model is a tool that creates the optimized budget allocation scheme for a network fitting to a determined scenario. Thus by integrating the LOM and the DES model, the maintenance managers can acquire an optimized budget allocation for their district and evaluate the results in both network and project selection level. Maintenance managers can obtain the best budget allocation plan without performing the repetitive trial and error approach like the previous decision support tools. There is a vast amount data in many varieties gathered as results from the simulation model. This fact alone demonstrates how powerful the discrete event simulation model is. By the nature of this simulation technique, the resources (highway segments, annual budget) can be traced throughout the simulation and this trait allows the design of the project selection level decision support system. By examining these reports, the maintenance managers can better observe how the scenarios evolve. Thus this tool helps the maintenance managers to have better decisions on the project selection level. The discrete event simulation model established in this research carries the project selection level pavement management from a position where maintenance managers should solely depend on their engineering judgment and experience to a position where maintenance managers can have more effective and justified plans since they can foresee the results of these decisions on the segments that are forming the network. This simulation engine is created with the discrete event simulation language called STROBOSCOPE. The model consists of two parts which work like a lock and key mechanism. The first part of the model is the data feeding mechanism where information from any network is loaded. The second part is the generic engine which can evaluate any road network data it is fed. The purpose of segregating these two components of the model is to allow the user to evaluate any network regardless of length, number of segments or the location. Master of Science

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Liu, Jiayan. "Database design of Ohio SPS test." Ohio : Ohio University, 1997. http://www.ohiolink.edu/etd/view.cgi?ohiou1177094710.

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Biroli, Fernanda Cristina. "Comparação dos custos de pavimentos flexíveis e rígidos com base em conceitos de gerência de pavimentos." Universidade de São Paulo, 2003. http://www.teses.usp.br/teses/disponiveis/18/18137/tde-10072017-154321/.

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Este trabalho tem por objetivo estudar todas as parcelas de custos que envolvem os pavimentos flexíveis e rígidos durante sua vida em serviço, abordando os custos de construção, de manutenção e reabilitação e os custos de operação dos veículos. Inicialmente, tem-se a análise dos métodos utilizados para o dimensionamento dos pavimentos flexíveis e rígidos, bem como dos custos associados a diferentes procedimentos construtivos utilizados no Brasil, visando o estabelecimento dos custos de construção. Os custos de manutenção e reabilitação são determinados a partir da identificação das principais formas de deterioração dos pavimentos. Os custos de operação dos veículos, que incidem diretamente sobre os usuários e dependem, principalmente, da condição da superfície de rolamento, são calculados com base em modelos de desempenho de programas de gerência de pavimentos utilizados por organismos rodoviários brasileiros. Para uma maior abrangência da análise comparativa de pavimentos flexíveis e rígidos foi elaborada uma programação fatorial de simulações. A comparação dos custos dos pavimentos flexíveis e rígidos é proveniente da análise dos custos totais obtidos para todas as combinações de fatores intervenientes (células da matriz fatorial). Os fatores utilizados são: tipo de subleito, materiais e espessuras das camadas (métodos de dimensionamento), solicitações e volume de tráfego e estratégia de manutenção e reabilitação dos pavimentos. This research work aims to determine and compare the total cost for both, rigid and flexible pavements. Thus, it analyzes all components of costs related to flexible and rigid pavements during their service lives, i.e., construction cost, maintenance and rehabilitation cost and users cost. For the determination of the construction cost it is considered the most used pavement design methods, as well construction procedures used in Brazil. The maintenance and rehabilitation cost is calculated based on the identification of the main distress types for both flexible and rigid pavements that occur in Brazil. The users cost, function of the pavement surface condition, is calculated from performance models used by Brazilian highway agencies. For a broader comparison of rigid and flexible pavements it is performed a factorial analysis. The main factors to be considered are: subgrade type, pavement layer material and thickness, traffic load and volume, maintenance and rehabilitation strategy. The simulations for the determination of total cost will be done for each cell of the factorial matrix, i.e., for each combination of factors.

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Murphy, Michael Ray. "A mechanistic-empirical approach to characterizing subgrade support and pavement structural condition for network-level applications /." Digital version accessible at:, 1998. http://wwwlib.umi.com/cr/utexas/main.

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Savigni, Valeria. "Proposta di un PMS (Pavement Management System) delle pavimentazioni flessibili in ambito urbano." Master's thesis, Alma Mater Studiorum - Università di Bologna, 2017.

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Analisi delle principali caratteristiche delle pavimentazioni flessibili, dei materiali costituenti la miscela di conglomerato bituminoso e delle tipologie di ammaloramento ricorrenti. Studio del metodo di progetto dell'AASHTO Interim Guide, per la progettazione delle strade di nuova realizzazione. Applicazione del metodo semi-empirico dell’AASHTO Interim Guide a dieci casi di studio di strade esistenti del tessuto urbano del Comune di Ravenna. Analisi dell’indicatore di stato PSI misurato mediate attività di rilievo visivo e strumentale ARAN, dei dati di traffico ottenuti da rilievo strumentale e sondaggio delle strutture delle strade esaminate mediante carotaggio dei pacchetti stradali. Determinazione degli assi standard da 8,2 t residui e degli anni di vita utile residui delle pavimentazioni. Accenni alle principali tipologie di manutenzione e alle soglie di intervento. Creazione di curve di decadimento (PSI - assi standard e PSI - anni di vita utile) allo scopo di fornire un modello di previsione del degrado finalizzato a fornire un metodo per la manutenzione preventiva in ambito urbano.

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Lee, Jinwoo. "Joint Optimization of Pavement Management and Reconstruction Policies for Segment and System Problems." Thesis, University of California, Berkeley, 2015. http://pqdtopen.proquest.com/#viewpdf?dispub=3733346.

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This dissertation presents a methodology for the joint optimization of a variety of pavement construction and management activities for segment and system problems under multiple budget constraints. The objective of pavement management is to minimize the total discounted life time costs for the agency and the highway users by finding optimal policies. The scope of the dissertation is focused on continuous time and continuous state formulations of pavement condition. We use a history-dependent pavement deterioration model to account for the influence of history on the deterioration rate. Three topics, representing different aspects of the problem are covered in the dissertation. In the first part, the subject is the joint optimization of pavement design, maintenance and rehabilitation (M&R;) strategies for the segment-level problem. A combination of analytical and numerical tools is proposed to solve the problem. In the second part of the dissertation, we present a methodology for the joint optimization of pavement maintenance, rehabilitation and reconstruction (MR&R;) activities for the segment-level problem. The majority of existing Pavement Management Systems (PMS) do not optimize reconstruction jointly with maintenance and rehabilitation policies. We show that not accounting for reconstruction in maintenance and rehabilitation planning results in suboptimal policies for pavements undergoing cumulative damage in the underlying layers (base, sub-base or subgrade). We propose dynamic programming solutions using an augmented state which includes current surface condition and age. In the third part, we propose a methodology for the joint optimization of rehabilitation and reconstruction activities for heterogeneous pavement systems under multiple budget constraints. Within a bottom-up solution approach, Genetic Algorithm (GA) is adopted. The complexity of the algorithm is polynomial in the size of the system and the policy-related parameters.

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Najafi, Shahriar. "Evaluation of Continuous Friction Measuring Equipment (CFME) for Supporting Pavement Friction Management Programs." Thesis, Virginia Tech, 2010. http://hdl.handle.net/10919/51244.

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It is the responsibility of pavement engineers to design pavements that provide safe and smooth riding surfaces over their entire life cycle. Each year many people around the world lose their lives in vehicle crashes, which are one of the leading causes of death in the United States (US). One of the contributing factors in many of these crashes is inappropriate friction between tires and the pavement. To minimize the impact of this factor, state Departments of Transportation (DOTs) must monitor the friction of their pavement networks systematically and regularly. Several devices are used around the world for measuring friction. Locked-wheel skid trailers are the predominant technology for roadways in the U.S. However, Continues Friction Measuring Equipment (CFME) is emerging as a practical alternative, especially for network-level monitoring. This type of technology has been used for monitoring runway friction for many years and is starting to be used also for measuring roadway friction. This thesis evaluates the different operational characteristics of CFME to provide guidelines for highway agencies interested in using this technology for supporting their friction management programs. It follows a manuscript format and is composed of two papers. The first part of the thesis presents a methodology to objectively synchronize and compare CFME measurements using cross-correlation. This methodology allows for comparing the “shape” of the friction profiles, instead of only the average friction values. The methodology is used for synchronizing friction measurements and assessing the repeatability and reproducibility of the CFME using friction measurements taken on a wide range of surfaces at the Virginia Smart Road. The proposed approach provides highway agencies with a rigorous method to process CFME measurements. The second part of the thesis evaluates the impact of several operational characteristics on the CFME measurements using a field experiment. The results of the experiment confirmed that the measurements are significantly affected by (1) the direction of testing while testing on sections of road with a significant grade, (2) water film thickness, and (3) testing speed. The experiment showed that measurements taken downhill on a 6% grade were significantly higher than those taken uphill. The analysis also verified that, consistent with previous studies, the measured friction decreases with higher water depth and testing speeds. It also showed that the change of friction with speed is approximately linear over the range of speeds used in the experiment. In general, the thesis results suggest that CFME can provide repeatable and reproducible friction profiles that can be used to support friction management programs and other asset management business functions. However, care should be taken with regard to the operational conditions during testing since the measurements are affected by several factors. Further research is needed to (1) quantify the effect of these, and potentially other, operational factors; and (2) establish standard testing condition and approaches for correcting measurements taken under other conditions. Master of Science

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Villarreal, Jose A. "Assessment of general aviation airport pavement conditions in Kansas." Thesis, Manhattan, Kan. : Kansas State University, 2009. http://hdl.handle.net/2097/1453.

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Dissertations / Theses on the topic 'Pavement management'

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