Improving Roadway Diagnostics Using Network-Level Data

Large amounts of empirical data on transportation infrastructure assets continue to be collected at the network-level due to advancements in technology and in response to data-driven processes. These vast amounts of new data, combined with existing data, leave practitioners searching for ways to transform disparate datasets into effective information. This study expands the use of these data into new areas of application, namely roadway and roadside diagnostics. Providing diagnostics informs practitioners not only about the needs of an infrastructure project, but the causes of those needs. Using network-level data to diagnose fundamental causes improves the engineering aspect of early project development decision making. Mobile light detection and ranging (LiDAR) technology was used to create a new dataset by evaluating road and roadside surface geometry and drainage conditions. Temporal patterns in pavement condition data were mined to inform engineers about the health of the pavement. The geometric and drainage information was combined with information gleaned from mining the pavement condition data and publicly available soils data to provide improved diagnostic analysis of roadway projects. The study capitalizes on graph theory to convert network-level data into diagnostic information. The primary contribution of this study lies in developing new analytical methods that use network-level data to provide comprehensive diagnoses of roadway infrastructure projects and systems. Using these diagnostics early in project development has the potential to reduce late project problems that cost both time and money

Bridging the Gap between Network and Project Selection Levels in Pavement Management

Pavement management is one of the primary responsibilities for departments of transportation and other municipalities across the country. Efficient and proper use of taxpayer dollars to preserve and improve the existing transportation system has never been more important due to the current fiscal environment. Agencies use pavement management systems to store data describing the state of the network. This information is often used to help make decisions regarding the location of pavement preservation actions. There is often a discrepancy between the need estimates of network-level pavement management systems and where and how pavement preservation and improvement dollars are actually spent (i.e., actual pavement preservation and improvement projects). This research focuses on evaluating the Texas Department of Transportation’s (TxDOT) Pavement Management Information System (PMIS) to assess the agreement between its need estimates and actual construction projects at the district level. The research revealed there is little agreement between the output of PMIS’s Needs Estimate tool and actual construction projects. Possible reasons for this disagreement include the inability of PMIS’s Needs Estimates to consider the decision makers preferences and priorities, and also its inability to consider multiple years of condition data simultaneously. Through the use of the Analytic Hierarchy Process (AHP), the research was able to capture the effect of several variables on the decision making process. Using this method, pavement project suggestions were created that more closely matched actual projects than what the current Needs Estimate tool suggests. The projects selected using the new method were then tested against actual construction within three counties of the Bryan district. The new method closely matches actual preservation decisions made by the district within these three counties

Synthesis for Best Practices for Preventive Maintenance Preparatory Work [Summary]

0-7109The synthesis study focused on pavement preparatory work performed before preventive maintenance (PM) surfacing contracts with the goal of answering, \u201cWhat work needs to be performed to the roadway before a new surface is placed?\u201d Preparatory work performed by in-house maintenance forces or maintenance contracts may include crack sealing, fog seal, repairs, milling, and level-up and should be performed well in advance of the PM contract. Both flexible and rigid pavements may require work in advance of a PM contract. Seal coats or thin overlays are typical PM surfacing projects

Synthesis for Best Practices for Developing 4-Year Pavement Management Plans [Summary]

0-7101This project investigated and synthesized best practices for the development and execution of 4-year pavement management plans (PMPs) within the Texas Department of Transportation. Successful 4-year PMPs help provide the traveling public with a safe, comfortable, and reliable roadway network

Pavement Repairs in Preparation for a Preventative Maintenance Contract

Project 0-7109The synthesis study focused on pavement preparatory work performed before preventive maintenance (PM) surfacing contracts with the goal of answering, \u201cWhat work needs to be performed to the roadway before a new surface is placed?\u201d Preparatory work performed by in-house maintenance forces or maintenance contracts may include crack sealing, fog seal, repairs, milling, and level-up and should be performed well in advance of the PM contract. Both flexible and rigid pavements may require work in advance of a PM contract. Seal coats or thin overlays are typical PM surfacing projects. The synthesis investigated best practices, factors that affect materials selected, factors that affect repair decisions, timing of preparatory work, and the effects of the repair procedures and materials on the life of the new surface based on the preparatory work performed

Success of a 4-Year Pavement Management Plan

Project 0-7101Successful 4-year pavement management plans help provide the traveling public with a safe, comfortable, and reliable roadway network. Each maintenance section plays a role in executing an effective 4-year pavement management plan. To continue to improve the statewide system and get the most value out of fiscally constrained budgets, pavement management plan best practices are needed. Many best practices exist within Texas and are captured as part of this research project. Promoting teamwork and communication at all levels within a district ensures pavement management plans are developed and deployed effectively. Acknowledging that district seal coat projects and seal coat preparations serve as the cornerstone for long-term pavement management success is a key ingredient. For overlay and rehabilitation projects, properly scoring and prioritizing projects helps ensure plan success. Project success is required to improve plan success, and building a preliminary project scope during early project rides and connecting that scope with additional testing needs helps districts transition from plan success to project success to pavement management success

1971: Abilene Christian College Bible Lectures - Full Text

WORLD EVANGELISM Being the Abilene Christian College Annual Bible Lectures 1971 Published by ABILENE CHRISTIAN COLLEGE BOOK STORE ACC Station Abilene, Texas 7960

5-6610-01: Implementation of Defect Correction Assessment Methodology on TxDOT Ride Quality Projects

This project follows up on the original development of the defect correction index (DCI) in the Texas Department of Transportation project 0-6610. As part of implementing the DCI methodology for evaluating defect corrections using surface profile measurements, this implementation project conducted additional bump rating panels to verify the original DCI equation developed from project 0-6610

1968: Abilene Christian College Bible Lectures - Full Text

CROWNING FIFTY YEARS” Being the Fiftieth Annual ABILENE CHRISTIAN COLLEGE BIBLE LECTURES - 1968 J. D. THOMAS, LECTURESHIP DIRECTOR, EDITOR Published by ABILENE CHRISTIAN COLLEGE ACC Station, Abilene, Texas 7960