Browsing by Subject "Pavement management systems"

Now showing 1 - 4 of 4
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    Development of a Sensor Platform for Roadway Mapping: Part A - Road Centerline and Asset Management
    (Center for Transportation Studies, University of Minnesota, 2014-06) Davis, Brian; Donath, Max
    Collecting information about the roadway infrastructure is a task that DOTs at all governmental levels need to accomplish. One way to increase the operational efficiency of these efforts is to use a relatively inexpensive mobile data collection platform that acquires information that is general enough to serve multiple purposes. The design and evaluation of one such platform that costs roughly $40,000 is described. It primarily consists of a differential GPS receiver providing vehicle location, and a LIDAR scanner that generates geometric profiles of the area between the vehicle and just beyond the road’s edge. The vehicle collects data along the road by driving it in both directions. The system post-processes the data to automate feature extraction. For roads with simple geometry such as two-lane, undivided highways, the road’s centerline can be calculated by finding the midline between the vehicle’s paths from each direction of travel. Algorithms process the LIDAR scans to automatically detect the presence of curbs and guardrails, which is then combined with location information to yield the position of these features in world coordinates. The centerline calculation was determined to be accurate to within 6 cm in areas where its use was applicable. Curbs and guardrails were generally detected with an accuracy of better than 10 cm. The results demonstrate that it is feasible to use a relatively inexpensive mobile data collection system to acquire road centerline and roadside features such as curbs and guardrails.
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    Laboratory Performance Test for Asphalt Concrete
    (Center for Transportation Studies University of Minnesota, 2015-06) Dave, Eshan
    The asphalt mixture design and acceptance procedures for Minnesota Department of Transportation are currently governed primarily by the mixture composition requirements put forth through use of various volumetric measures (such as, air content, asphalt film thickness, aggregate gradation etc.). The asphalt binder has been required to meet performance criteria through the Superpave asphalt binder specifications. This study looked at use of laboratory performance test for asphalt mixtures. The study was conducted in three phases, first phase focused on merging the asphalt mix design records with the pavement performance data to determine effects of mix design parameters on asphalt pavement cracking performance. Second and third phase used a series of field sections across Minnesota to conduct field performance evaluations as well as laboratory tests on field cored samples. The testing for second and third phase of the study focused on using disk-shaped compact tension (DCT) fracture energy test as a laboratory performance test. The findings form he first phase of study indicated that the asphalt binder type as defined by the Superpave performance grade (PG) plays an important role in affecting the field cracking performance, majority of mixture design parameters did not indicate a consistent effect on field cracking performance, this reinforces the need for use of laboratory performance test as a mixture design tool as well as acceptance parameter. The DCT testing results showed trends consistent with previous and other on-going research studies, whereby the asphalt mixtures with higher fracture energies corresponded with pavements with lower amount of transverse cracking.
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    A Qualitative and Quantitative Assessment of Pavement Sections that have Remained in Poor Condition for 5-Plus Years
    (Minnesota Department of Transportation, 2021-06) Calhoon, Thomas; Marasteanu, Mihai
    The 2014 Transportation Asset Management Plan calls for developing a method to annually track, monitor, and identify road segments that have been in poor condition for more than 5 years and consistently consider them when programming. In Minnesota, pavements are considered in poor condition when the ride quality index (RQI) is less than or equal to 2.0. There are still pavement segments that have remained in poor condition for more than 5 years. However, it is not clear if RQI and RSL metrics accurately quantify the "true" condition of the system. In this study, the roadway segments that have maintained a poor ride quality index over time were identified in each district and extensive additional information was obtained from interviews with district engineers and planners. The analysis of the additional information shows that most pavement sections that have remained in poor condition for extended periods are actually not in poor condition. They represent “anomalies” with unique characteristics, and new parameters must be established to quantify the true condition of these sections.
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    Remaining Service Life Asset Measure, Phase 1
    (Minnesota Department of Transportation, 2018-07) Kumar, Ravi; Matias de Oliveira, Jhenyffer; Schultz, Arturo; Marasteanu, Mihai
    There is a critical need to use a common metric, such as a service life parameter, across many different types of infrastructure assets. MnDOT has used the remaining service life (RSL) measure for pavement condition for several years and is starting to use it for bridge condition. In this study, researchers examined what has been done to date and what tools and methodologies are available nationally and internationally, and made recommendations on a future measure that can be used to show the "true" condition of the system. First, a literature review was performed to summarize current methods used in asset management and life-cycle cost analyses. A survey was also performed to collect information from agencies around the country. An assessment of current practice used by MnDOT Bridge Office and Materials and Road Research Office was performed next to identify similarities and differences between the two approaches. Based on the information collected, suggestions for a common method were presented and guidelines for a work plan for a follow-up phase 2 were developed.