RPUG 2016 Speaker Bios and Abstracts

  • Session 1-0: Moderator by John Andrews, MD SHA
    Bio:
    John graduated from the Johns Hopkins University with a Physics degree and a minor in Electrical Engineering. He spent most of his working life designing, manufacturing, or managing activities in the fields of instrumentation, automated machinery, and heavy machinery. For semi-retirement, 17 years ago he changed direction again and joined the Maryland State Highway Administration with responsibility for highway condition data collection. His section has two multi-parameter survey vehicles, two skid testing units, an inertial profilers, two FWD’s with GPR, and a coring rig to deploy for this purpose. He has recently taken responsibility for bridge deck inspection. He has also been a member of several national groups involved in improving data collection and standards writing including currently serving as Chair of TPF-5(299) on pavement distress collection and analysis.
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  • Session 1-1: Welcome from Caltrans by Laurie Berman, Caltrans D11
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  • Session 1-2: Keynotes: 28 Years – Pavement Performance Into The Future by Richard Wix, ARRB
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  • Session 1-3: HPMS IRI and Pavement Distress Data Reporting by Robert Rozycki, FHWA
    Bio:
    Academic background: Bachelor of Civil Engineering (1987) and Master of Planning (1993) from Villanova University and the University of Virginia, respectively.
    Currently serving over 26 years with the FHWA in the Highway System Performance Monitoring (HPMS) Division of the Office of Highway Policy Information with primary responsibilities relating to program management and analysis including data quality review and analysis. Corollary duties include a specialized knowledge of HPMS-reported pavement data and coordination with internal and external customers and data providers. Recent activities include assisting in development and implementation of Transportation Performance Management (TPM).

    Abstract:
    The Highway Performance Monitoring System (HPMS) pavement data item reporting requirements are being modified partly in response to the recently enacted MAP-21 legislation. A brief overview followed by a detailed description the new HPMS requirements will be given in support of the FHWA performance monitoring and management effort as they pertain to the proposed/final associated rulemaking effort. Data items include IRI, rutting, faulting, and cracking.
    While most States collect these data to some degree in their own systems, there are some various nuances in the way these data items are to be reported in the HPMS in support of quality and nationally consistent performance measures. These will be presented along with the HPMS-specific logistics of reporting these data in a geospatial format.
  • Session 1-4: FHWA PSC Program and TPF Pooled Fund Update by Robert Orthmeyer, FHWA
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  • Session 1-5: TPF-5(299) Pooled Fund Update by Andy Mergenmeier, FHWA
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  • Session 2A-0: Moderator by Ron Kennedy, Center for Tire Research (CenTiRe), Virginia Tech
    Bio:
    Ron Kennedy is currently the Managing Director of the Center for Tire Research (CenTiRe), an industry/university consortium involving Virginia Tech, the University of Akron, and tire and tire-related companies. In his position he provides administrative oversight, communication with industry members and faculty, and promotion of the Center. He also has the great opportunity to work with students as they pursue their tire related studies.
    Before joining CenTiRe 2½ years ago, he worked for 37 years in the tire industry at Firestone, Bridgestone/Firestone, and Hankook Tire doing tire finite element methods development, advanced tire design, and tire factory uniformity studies.
    Ron received his BS and MS degrees in Engineering Mechanics from the University of Wisconsin, and his PhD in Mechanical Engineering from the University of Akron.

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  • Session 2A-1: Leveraging Highway Network Road Profiles for Maintenance Directed Ride Quality Improvements by Dan Radanovich, OHDOT
    Bio:
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    Abstract:
    The OH DOT first started using IRI construction specifications for thin asphalt concrete overlays in the year 2000. By 2008 we had both a standard IRI based Proposal note for both thin AC overlays and pavement resurfacings greater than 3” of new material depth as well as full depth pavement reconstruction. By 2012 we had a standard proposal note for IRI requirements for construction of bridge encounters. The success of these IRI based construction specifications has now lead to maintenance oriented ride quality improvements leveraging existing network inertial road profiles already collected for network reporting purposes. This presentation will cover a brief history of the development of our IRI construction specifications as well as both contractor directed and in-house maintenance force ride quality corrections as maintenance actions.
  • Session 2A-2: Profiler Operation at Low Speed and with Braking – Results from the FHWA Low-speed Profiler by Steve Karamihas, UMTRI
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  • Session 2A-3: Real-Time Smoothness Technology for Improving Concrete Pavement Smoothness by David Merritt, The Transtec Group
    Bio:
    David Merritt is a Director with The Transtec Group of Austin, Texas, a firm specializing in pavement research and engineering. One of his areas of specialty is pavement surface characteristics, encompassing smoothness, friction, and texture, and tire-pavement noise. He received his Bachelor’s degree from Northern Arizona University and Master’s degree from The University of Texas at Austin and is a registered Professional Engineer in the State of Texas.
    Abstract:
    Real-Time Smoothness (RTS) technology is a tool for helping to improve the as-constructed smoothness of concrete pavements. RTS technology measures the profile of a concrete pavement slab behind the paver, providing real-time feedback on smoothness during the actual paving operation. This allows contractors to diagnose potential issues in the paving operation that affect smoothness in order to make equipment/process changes immediately, rather than waiting for feedback after the hardened pavement is profiled. This real-time feedback also gives the contractor the opportunity to correct localized roughness in the profile while the concrete is still plastic, minimizing more costly corrections later. Over the past two years, FHWA has facilitated the implementation RTS technology under the SHRP2 Solutions program through equipment loans, workshops, case studies, and specification refinement. Equipment loans utilizing two commercially-available RTS systems have been conducted in eight states to date, providing contractors and agencies exposure to the technology and the benefits of using it to improve concrete pavement smoothness during construction. This presentation summarizes the work completed under this implementation effort to date, specifically highlighting lessons learned from case studies conducted through the equipment loan program.
  • Session 2A-4: Profiler Correlation for New Airport Pavement Smoothness by Injun Song, CSRA
    Bio:
    Dr. Injun Song has been with SRA International, Inc. since January, 2005 by working on pavement characterization and evaluation projects at the FAA’s NAPTF. He received Ph.D. degree from Texas A&M University in 2004 and P.E. license from Delaware’s Engineering Licensing Board in 2012. He has experienced in pavement design and evaluation, involved in airport pavement evaluation projects. Currently, he is a member of ASTM International and a vice-chair for E17, Tire Pavement Interaction, and subcommittee chair for E 17.33, Methodology for Analyzing Pavement Roughness. He was a chair to develop a new standard for CA Profilograph simulation, ASTM E2955 – 13, “Standard Practice for Simulating Profilograph Response to Longitudinal Profiles of Traveled Surfaces”,
    corresponding to the FAA’s AC 150/5370-10F, “Standards for Specifying Construction Of Airports” and ICAO Annex 14

    Abstract:
    Computed roughness indexes are not only for evaluating in-service pavement conditions but for assuring the smoothness of newly constructed pavements. The roughness index indicating pavement surface conditions is computed after processing the collected longitudinal pavement surface profiles. Therefore, the details of measurement methods, processing, and analysis need to be evaluated to reflect airfield pavement conditions more accurately in current FAA ACs. Advisory Circular 150/5370-10G – Standards for Specifying Construction of Airports allows construction quality control using a straightedge and the California Profilograph (CP). This presentation evaluates the measurements, processing, and analysis of the collected longitudinal and transverse profiles acquired at a Midwest location. The profiles were acquired on in-service pavements and the Profile Indexes were calculated with the California Profilograph and other devices using a CP simulation. This presentation provides preliminary results of the profile data acquisition and comparison.
    The FAA, in conjunction with CSRA and APR Consultants acquired longitudinal and transverse profiles to correlate alternate profilers such as inertial profilers, inclinometers, and the APR Rod & Level to the CP and Profile Index. Profiles were collected on-site using a California Profilograph. The research is evaluating the use of other profiling devices and procedures as identified in AC 150/5370-10G for construction acceptance.

  • Session 2B-0: Moderator by James Watkins, MS DOT
    Bio:
    James C. Watkins is longtime resident of Jackson and an employee of the Mississippi Department of Transportation (MDOT). He is currently serving as the State Research Engineer for MDOT. He is the RAC (Research Advisory Committee) chairman and Transportation Research (TRB) Board representative from the Department. Mr. Watkins graduated from the University of Mississippi with a Bachelor of Science in Civil Engineering in 1989. He has been a registered Professional Engineer in Mississippi since 1997 and has been a member of the Chi Epsilon National Engineering Society since 1989. He completed MDOT’s Leadership Enhancement Assessment Development (LEAD), a succession planning program, in 2004, as well as Basic Supervisory and Certificate in Supervisory Management (CSM) training through the Mississippi State Personnel Board. In 2005 he was chosen to serve on the TRB Subcommittee on Vehicle Interaction and Surface Properties (AFD90). During his career he developed and implemented the Pavement Management System for MDOT, which processes the construction history and condition information for 13,000 center-lane highway miles. He designed and developed an Environmental System in FoxPro for ARCO Chemical Company that calculates, tracks, reports, and graphs emissions in tanks, boilers, and flares. Recently he designed and developed a software program to calculate the faulting on jointed concrete pavements using laser data collected at highway speeds. Interesting Fact: Mr. Watkins met and talked to actress Sandra Bullock when she was in Canton filming A Time to Kill in 1996.

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  • Session 2B-1: Application of Curl and Warp Analysis to LTPP Profiles by Steve Karamihas, UMTRI
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  • Session 2B-2: Preliminary report of road roughness inspection after the KUMAMOTO earthquake 2016 by Koichi Yagi, BumpRecorder
    Bio:
    BumpRecorder Co., Ltd. CEO.
    Specialist of mechanical engineering and information technology.
    1990 graduate Technological University of Nagaoka
    Developing Electronic Road Pricing system, Electronic Toll Collection system.
    After occurred Niigata Chuetsu Earthquake 2007, researching problem issue under the disaster.
    Current main research theme is pavement maintenance.

    Abstract:
    In Japan, the Kumamoto earthquake was occurred at April 14th and 16th 2016 at west end side of Japan. It was a quite large twins earthquake. Many structure e.g. houses, buildings, bridges, roads were completely destroyed. As you remember, at the Grate East Japan earthquake 2011, more peoples died that is over 20,000. That was because there were the tsunami attack, at some pacific coast area, tsunami wave was higher than 35m. But it was not many peoples died by quake damages. At the Kumamoto earthquake, more peoples died by quake damages. That was a large quake. Over 137 thousand houses were destroyed by the quake. Of cause it was not affected to the house, but also road and pavement. Previously, for pavement inspection, only the human visual inspection was applied. This result is not quantitative, so it is difficult to compare with other inspections. On the other hand, an inertial profiler can not be used, that is why it spend much cost and after earthquake, road condition are quite bad, it is afraid that an inertial profiler will be broken. The response type roughness measurement by using smartphone is a one of the solution for these problems. It can measure quantitative data, and it is using normal car that is tougher than an inertial profiler. After two weeks from main shock, roughness measurement was done whole Kumamoto prefecture. Driving distance was up to 3,100km. Measurement results are drawn on map online. It is including roughness current status and comparison with past status before earthquake.

  • Session 2B-3: Comparison of A Smart Phone-based Roughness Meter and Inertial Profilers by Richard Wix, ARRB
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    Abstract:
    Roughness is a commonly collected pavement condition parameter used by road agencies to assess the functional condition of their road networks. Numerous devices can be used to measure road roughness, however, due to technological differences and, in some cases, inherent operational limitations, not every device is capable of reporting the same roughness statistic to the same degree of accuracy.
    This may not be an issue for a road agency depending on how the agency intends to use the data. However, issues can occur if the roughness statistic reported by the device is inaccurate especially if it is reporting roughness in accord with an international standard such as the International Roughness Index (IRI).
    Today, the use of smart phone applications for measuring road roughness is gaining popularity due to their portability and ease of use. This presentation compares the performance of one such application against an inertial laser profiler and an accelerometer-based roughness meter. The devices were tested on both sealed and unsealed pavements in order to identify their strengths and weaknesses as one device might be suitable for one application, but not another, and vice versa.
  • Session 3-0: Moderator by Larry Scofield, IGGA
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  • Session 3-1: NON-LOCK SKID TEST-Report on Development Progress by John Andrews, MD SHA
    Bio:
    John graduated from the Johns Hopkins University with a Physics degree and a minor in Electrical Engineering. He spent most of his working life designing, manufacturing, or managing activities in the fields of instrumentation, automated machinery, and heavy machinery. For semi-retirement, 17 years ago he changed direction again and joined the Maryland State Highway Administration with responsibility for highway condition data collection. His section has two multi-parameter survey vehicles, two skid testing units, an inertial profilers, two FWD’s with GPR, and a coring rig to deploy for this purpose. He has recently taken responsibility for bridge deck inspection. He has also been a member of several national groups involved in improving data collection and standards writing including currently serving as Chair of TPF-5(299) on pavement distress collection and analysis.
    Abstract:
    As reported previously, a non-lock test for the frictional properties of pavement has been proposed and tested in Maryland. Last year we reported that we had compared the values obtained from the conventional E-274 test to the new non-lock test. Approximately 4000 test points were compared with an astounding R2 value of 0.99. These tests were spaced 0.2 miles apart because of the E-274 test.
    This year we tested a complete Maryland county with the new, non-lock test at a spacing of 0.04 miles apart. What follows will be a presentation of the findings (data still coming in).
  • Session 3-2: Pavement surface safety analysis with data from different devices by Joshua Q. Li, OSU
    Bio:
    Qiang (“Joshua”) Li, Ph.D. is an Assistant Professor in the School of Civil & Environmental Engineering at OSU, and was a project engineer at Applied Pavement Technology Inc. Dr. Li has more than 15 years of experience in transportation infrastructure research, including surface characterization and evaluation for pavement safety, mechanistic-empirical based design, asset management and sustainability.
    Abstract:
    Pavement friction and texture characteristics are important aspects of road surface safety. Many different types of equipment have been developed and used to measure these properties. This paper investigates the suitability of using several novel texture indicators for skid resistance analysis. First, discrete wavelet transform is implemented to decompose pavement macrotexture data, which were collected from a high-speed profiler on the six high friction surface treatment (HFST) sites in Oklahoma, into multiple wavelengths. The Total Energy (TE) and Relative Energy (RE) are calculated as indicators to represent macrotexture characteristics at various wavelengths. The macrotexture energy within wavelengths from 0.97 mm to 3.86 mm contributes positively, while the energy within wavelengths from 15.44 mm to 61.77 mm shows negative impacts on pavement friction collected using a Grip Tester. Second, recognizing that Mean profile depth (MPD) is a 2-dimentioal (2D) indicator, five categories of 3-dimensional (3D) areal parameters are explored to characterize pavement texture attributes. Pavement texture and friction data are collected in parallel at predefined locations on the Long Term Pavement Performance (LTPP) Specific Pavement Study 10 (SPS-10) in Oklahoma via a portable ultra-high resolution 3D laser scanner and a Dynamic Friction Tester (DFT). Correlation analyses among the twenty-four 3D texture parameters are conducted to exclude those who exhibit strong correlations. The core material volume and the peak density are identified as the most influential macro- and micro-texture parameters which exhibit fairly good correlation with DFT friction data at high- and low-speed. Subsequently, multivariate linear friction prediction models are developed incorporating the novel texture indicators. The results indicate those texture parameters could provide better alternatives to characterize pavement surface texture attributes with respect to the pavement friction performance.
  • Session 3-3: PSC Consortium – Phase II Updates by Kevin McGhee, VDOT
    Bio:
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    Abstract:
    Phase 2 of the program continues to support the members’ effort to produce high-quality surface property measurements, evaluate new technologies, disseminate research findings, and facilitate technology transfer activities. This second phase addresses some of the emerging challenges in the evaluation of pavement surface properties and the changes needed to best support the next generation of pavement asset management systems, including support for FAST-related initiatives. An important emphasis of phase 2 is implementation of programs for managing pavement friction. Such programs involve the regular monitoring of network pavement friction and the use of friction and macrotexture thresholds that are linked to key safety performance measures. A proactive, effective pavement friction management (PFM) program supports FHWA’s Vision of working “Towards zero deaths and serious injuries on the Nation’s roadways.” PFM programs are expected to make a significant contribution to selecting and maintaining the most appropriate (and cost-effective) pavement surfaces to increase highway safety by reducing crashes and their severity. The Acceptance Testing and Demonstration of Continuous Friction Measurement Equipment (CFME), a complementing FHWA project, has helped to make key technology and expertise accessible to The Consortium. Moving forward Phase 2 anticipates working in tandem with FHWA to continue equipment demonstration and implementation of PFM with current and future Consortium partners.
  • Session 3-4: Performance assessment from the tire’s point of view by Ron Kennedy, Center for Tire Research (CenTiRe), Virginia Tech
    Bio:
    Ron Kennedy is currently the Managing Director of the Center for Tire Research (CenTiRe), an industry/university consortium involving Virginia Tech, the University of Akron, and tire and tire-related companies. In his position he provides administrative oversight, communication with industry members and faculty, and promotion of the Center. He also has the great opportunity to work with students as they pursue their tire related studies.
    Before joining CenTiRe 2½ years ago, he worked for 37 years in the tire industry at Firestone, Bridgestone/Firestone, and Hankook Tire doing tire finite element methods development, advanced tire design, and tire factory uniformity studies.
    Ron received his BS and MS degrees in Engineering Mechanics from the University of Wisconsin, and his PhD in Mechanical Engineering from the University of Akron.

    Abstract:
    Pavement industries, government agencies, and the tire/vehicle industries share common goals in providing the consumer with vehicle safety, noise abatement, ride quality, and fuel economy. Each, however, has different means and roles in achieving these goals.
    Tire companies expend a lot of effort, cost, and time in the development of their tires to satisfy, and often exceed, the expectations of their customers and regulators. Part of this is running the various tests to evaluate the performance of the tires. Some of these tests are government mandated, some are customer mandated, and others have been developed within the industry or company to give the best assessment of the tire’s performance.
    This presentation gives a brief overview of how the tire industry assesses its products to meet government, OEM, and ultimate consumer requirements and satisfaction.

  • Session 4A-0: Moderator by Scott Mathison, Pathway
    Bio:
    Mr. Mathison serves as Vice President of Operations for Pathway Services Inc. He has experience in the management of data collection and data processing of more than 2,000,000 lane miles and currently oversees contracts with more than 20 state transportation departments.
    Mr. Mathison earned both his MBA and undergraduate degrees from the University of Oklahoma. He has since held many positions in information technology and has more than a dozen years of pavement management experience. He has also overseen the deployment and management of more than a petabyte of condition data nationwide.
    He’s been married for 15 years, has three kids and is the biggest home automation nerd in the room.
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  • Session 4A-1: Using high resolution 3D sensors for high speed network level full road lane texture measurements. by John Laurent, Pavemetrics Systems
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    Abstract:
    The LCMS (Laser Crack Measurement System) is based on two high performance transverse 3D laser profilers that are placed at the rear of the inspection vehicle to scan the 4m width of the road lane with 1mm resolution at 100 km/h. Over the last several years, road and lab tests were conducted to perfect this system to detect cracks, rutting, pot holes, etc. We will describe algorithms that simulate Digital Sand Patch (MTD) texture measurements to caracterize road features. We will present our current results for the caracterisation of road texture using dense full lane 3D data as it compares to single point texture lasers and walking profilers. The results will also show tests conducted for the automatic detection of raveling, bleeding and sealed cracks based on the output from the full lane 3D digital texture measurements.
  • Session 4A-2: Deep-Learning Potential for Fully Automated Distress Survey in 3D by Kelvin C. P. Wang, OSU
    Bio:
    Kelvin C.P. Wang is professor of civil engineering at Oklahoma State University (OSU) and holds the Gilbert, Cooper, and W&W Steel Chair. His professional career started at Arizona DOT in 1989 and he has been a university faculty since 1993. The ASCE 2011 Frank M. Masters Transportation Engineering Award was given to Kelvin C.P. Wang for his “”innovative research on automated pavement survey and data analysis technologies””. Dr. Wang is ASCE T&DI president from October 2016. He is an associate director for the Region 6 University Transportation Center, the Southern Plains Transportation Center (SPTC)
    Abstract:
    Deep-Learning (DP) is a new approach based on a structured computer software model with interconnected neurons in massive numbers, commonly in 100s of millions to many billions. Traditional computer based imaging techniques are not able to provide needed precision and bias levels for automated distress survey. This conclusion came after several decades of continuous work by the research team and many other independent teams around the world. The progress has been marginal in terms of improving the precision and bias levels for automated distress survey for pavements. The industry is facing a wall in terms of further improving the performance.
    Artificial Intelligence (AI) based on Artificial Neuron-Net (ANN) was heavily researched in the last decades, but without substantial impact to the application community until 2005-2006 time when a ground-breaking new methodology on ANN was invented, resulting in the modern-day DP applications. Along with the rapid advancement of computing power and massive parallel processing, exponential progress was made in the last 10 year, exemplified in the spring 2016 by the successful AlphaGo system with special DP software and customized computers that beat a human world-champion in the Go chess game. Successful applications of DP in the recent years are mostly on image processing, which gave the team confidence that using DP techniques would help develop the needed improvements for automated pavement distress survey.
    The presentation illustrates the potential capabilities of several DL ANN systems to address the consistency problem in terms of precision and bias levels for fully automated processing of pavement surface distresses. The feasibility of using DP techniques to improve automated distress survey of pavements will be demonstrated.
  • Session 4A-3: Development of Automated Pavement Condition Assessments for Ontario Provincial Pavement Network Management by Li Ningyuan, MTO
    Bio:
    Dr. Li Ningyuan is a member and vice-chair of the RPUG Steering Committee. As a senior pavement management engineer, he has worked more than 30 years in the area of pavement evaluation, performance modelling and maintenance management for the Ministry of Transportation of Ontario and other highway agencies in the world. His current research and practice at the ministry focus on high-speed automatic data collection, pavement performance evaluation and maintenance management of provincial and municipal road networks.
    Abstract:
    Since implementation of LCMS 9000 for automated data collection and evaluation of pavement surface conditions, the Ministry of Transportation of Ontario (MTO) has developed a set of new pavement performance evaluation methods for use in the provincial Pavement Management System (PMS). Three performance indices, including International Roughness Index (IRI), Surface Distress Index (SDI) and Rutting Depth Index (RDI) are used in the system to reflect pavement functional and structural conditions. In addition, an overall pavement condition index, which is a function of the three performance indices, is used in the process of selecting pavement maintenance and rehabilitation treatments under either budget or performance target constraint. During the process of switching from the current manual method to fully automatic pavement evaluation and performance rating, there were many technical challenges such as pavement performance measures and their impacts on pavement prediction models. This presentation aims to share MTO experience in dealing with some practical issues faced during the process of re-establishing pavement performance measures and prediction models as a result of switching data collection from traditional manual method to automatic system.
  • Session 4B-0: Moderator by Li Ningyuan, MTO
    Bio:
    Dr. Li Ningyuan is a member and vice-chair of the RPUG Steering Committee. As a senior pavement management engineer, he has worked more than 30 years in the area of pavement evaluation, performance modelling and maintenance management for the Ministry of Transportation of Ontario and other highway agencies in the world. His current research and practice at the ministry focus on high-speed automatic data collection, pavement performance evaluation and maintenance management of provincial and municipal road networks.
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  • Session 4B-1: 3D Sensor based Longitudinal Profiling: Issues and Status by Kelvin C. P. Wang, OSU
    Bio:
    Kelvin C.P. Wang is professor of civil engineering at Oklahoma State University (OSU) and holds the Gilbert, Cooper, and W&W Steel Chair. His professional career started at Arizona DOT in 1989 and he has been a university faculty since 1993. The ASCE 2011 Frank M. Masters Transportation Engineering Award was given to Kelvin C.P. Wang for his “innovative research on automated pavement survey and data analysis technologies”. Dr. Wang is ASCE T&DI president from October 2016. He is an associate director for the Region 6 University Transportation Center, the Southern Plains Transportation Center (SPTC)
    Abstract:
    This presentation illustrates the challenges and results of integrating 3D data from 3D laser sensors for pavement distress survey with accelerometers. The outcome of the development demonstrates that high-quality longitudinal profiling data can be obtained in the integrated system. Repeatability and consistency data are shown in the presentation. It is concluded 3D laser imaging sensors for pavement condition survey can produce adequate data quality and can be used in replacement of traditional point-based laser rangers for profiling pavements.
  • Session 4B-2: Certifying a 3D Pavement System as an Inertial Profiler by Michael Richardson, Mandli
    Bio:
    Mr. Richardson has worked for Mandli Communications for over 10 years. Starting out
    as an intern driving a photolog and pavement data collection vehicle, he quickly moved
    through multiple data processing roles into project management. Michael then worked as
    a project manager for 8 years specializing in statewide data collection projects where
    Mandli implemented new technology; from 2D pavement imaging, to LiDAR, to 3D
    pavement imaging and a drive-by-wire system that aids in the collection of airport
    runways and taxiways. In his new role as a Senior Product Engineer, Michael is working
    to advance Mandli’s pavement products and processes by collaborating with Mandli’s
    vendors, state DOT clients and FHWA and staying active in the industry.
    Michael has Physics and Civil Engineering degrees from the University of Wisconsin –
    La Crosse and University of Wisconsin, respectively. He is also a Registered
    Professional Engineer in the State of Wisconsin.
    Abstract:
    In an effort to streamline our data collection vehicles, Mandli Communications has been making a push to automate as many data elements as possible. As part of this process, we have been able to eliminate the need for a profiler on the vehicle. With the addition of Inertial Measurement Units (IMUs), the Laser Crack Measurement System (LCMS) is able to collect longitudinal profiles in addition to the rutting and cracking data that the LCMS already collects. Implementing this new system configuration requires the LCMS to be certified as an inertial profiler. Mandli has been performing certifications per AASHTO R 56 on a site that was developed in Madison, WI for our traditional 2-pt profilers. Utilizing the same methodology, we have been able to certify many LCMS units. In fact, the LCMS has proved to be less complicated to certify than the 2-pt profiler due to the added benefit of accounting for driver wander (a common reason for failing a certification). Mandli is looking to expand this certification process to include various pavement types as R 56 suggests. Using a 3D system has also given us the ability to utilize a bridging filter, providing a better representation of a tire footprint on the road, which is particularly useful for rough textured pavements.

  • Session 4B-3: Evaluation of an Automated Pavement Distress Identification and Quantification Application by Jerome Daleiden, Fugro Roadware
    Bio:
    Jerry has over 30 years experience in pavement design and evaluation, including 5 years with Texas State Dept. of Highways & Public Transportation.
    He is currently the Director of Fugro’s Pavement Engineering Group.
    Jerry is Happily Married for 30+ years, and the Proud Parent of six young adults.
    Abstract:
    Tracking pavement deterioration types and extent is critical to every pavement management system. The prevailing methods for obtaining pavement condition data include manual and semi-automated surveys, which are time-consuming and involve significant human intervention. In response, extensive research has been performed in automating the process for more efficient, objective and repeatable distress evaluations. This presentation highlights the preliminary results from an effort sponsored by the Florida Department of Transportation to develop and implement an automated software for identification and quantification of rigid pavement surface cracking distresses.
    A technical framework was developed for systematic evaluation of available automated technologies in contrast to manual methods. Pertinent performance measures were identified to evaluate the accuracy, precision, repeatability, reproducibility, and efficiency of various methods. This framework was implemented to determine the gaps in effectiveness of automated applications, design corresponding solutions, and gauge reliability expectations accordingly.
    The evaluation follows two main steps: 1) comparison of the cumulative quantities of various distress types found in the manual versus automated surveys, and 2) verification of the automatically detected distresses against reference crack maps generated through a semi-automated process of manually rating the collected images. While the overall comparison of distress quantities provides an indication of strengths and weaknesses of the evaluated algorithm, the distress by distress verification of software performance is used to identify design solutions to address the indicated weaknesses. The guidelines in this systematic framework can be modified with context-sensitive considerations to be applicable to other highway agencies seeking a transition towards automated applications.

  • Session 4B-4: Multi-Year Cracking Analysis: A Spatial Approach by Scott Mathison, Pathway
    Bio:
    Mr. Mathison serves as Vice President of Operations for Pathway Services Inc. He has experience in the management of data collection and data processing of more than 2,000,000 lane miles and currently oversees contracts with more than 20 state transportation departments.
    Mr. Mathison earned both his MBA and undergraduate degrees from the University of Oklahoma. He has since held many positions in information technology and has more than a dozen years of pavement management experience. He has also overseen the deployment and management of more than a petabyte of condition data nationwide.
    He’s been married for 15 years, has three kids and is the biggest home automation nerd in the room.
    Abstract:
    One of the principles of an effective Pavement Management Approach is to determine the appropriate treatment at the appropriate time. As such, network administrators and consultants have invested heavily in developing methods to acquire and assess condition data over time to best understand life cycle analysis and return of investment as it relates to maintenance and system health of their ever-expanding infrastructure. The emergence of automated 3D cracking systems, coupled with high-end IMU/GPS equipment and analysis software, have opened new doors in this area that can enable a pavement manager with tools to make project-level decisions from network-level data collection. Specifically, precise location of known distresses and their treatments can be plotted independent of route information to allow for data comparisons over time without concern for route attribution changes, realignments, segmentation variation or other anomalies typically found with data comparisons based on one or more linear referencing system. This presentation will briefly explore what some state DOTs have done to streamline their pavement management approach as they transition away from tabular analysis and eschew in the spatial component.
  • Session 5-0: Moderator by Kevin McGhee, VDOT
    Bio:
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    Abstract:
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  • Session 5-1: Development of a Cost Oriented Grinding Strategy and Prediction of Post Grind Roughness Index using Improved Grinder Models by Sriram Srinivasan, Virginia Tech
    Bio:
    A master’s student in Mechanical Engineering at Virginia Tech. Prior to which, I was working as a senior engineer in Larsen & Toubro Ltd providing mechanical support to highway construction projects in India. I am currently carrying out my graduate research as part of the Vehicle Terrain Performance Laboratory where we are interested with terrain mapping and vehicle terrain interactions. My thesis is focused in the field of road roughness reduction and optimizing the diamond grinding process in particular.
    Abstract:
    Irregularities in pavement profiles and roughness events that exceed standard thresholds are usually rectified using Diamond Grinding Process. Diamond grinding is a method of Concrete Pavement Rehabilitation that involves the use of grinding wheels mounted on a machine that scraps off the top surface of the pavement to even and smooth out roughness events. Profile Analysis Software like ProVAL offers simulation modules that allow users to test out various grinding strategies and prepare a corrective action plan for the pavement. The major drawback with the current Smoothness Assurance Module (SAM) in ProVAL is that it provides numerous grind locations which are both redundant and not feasible on the field. This problem can be overcome by providing a constraint model that is bounded by a cost function; the resulting grinding strategy will be one that satisfies IRI requirements at the least possible cost. Another drawback with SAM exists in the in-built grinder models which do not factor in the effect of speed and depth of cut on the grinding head. High speeds or heavy cuts will result in the grinding head riding out the cut and hence result in worsening roughness measurements. This paper presents a constrained grinding strategy algorithm with grinder models that factor in speed and depth of cut that results in cost effective grinding with better prediction of post grind surfaces through simulation. The outcome of the developed algorithm is compared to ProVAL’s SAM and is also presented.
  • Session 5-2: Profile Viewing and Analysis – ProVAL – past and future by George Chang, Transtec Group
    Bio:
    George Chang is the ProVAL Man! Dr. George Chang is recognized as the expert on pavement smoothness and intelligent compaction technologies. His research, teaching, specification development and software tools have helped made significant technology advancements in the above fields. Dr Chang has been the principal investigator for numerous projects that enhancing pavement materials/structures, pavement surface characteristics, etc. Recognized for his energetic, lively teaching style, Dr. Chang delivers smoothness and intelligent compaction related workshops around world.
    Abstract:
    ProVAL has been widely used to view and analyze profile data since 2000. The presentation will cover the history of ProVAL, key features, frequently asked questions/issues, and future development.
  • Session 5-3: FAA Research on Runway Intersection Grading Criteria by Injun Song, CSRA
    Bio:
    Dr. Injun Song has been with SRA International, Inc. since January, 2005 by working on pavement characterization and evaluation projects at the FAA’s NAPTF. He received Ph.D. degree from Texas A&M University in 2004 and P.E. license from Delaware’s Engineering Licensing Board in 2012. He has experienced in pavement design and evaluation, involved in airport pavement evaluation projects. Currently, he is a member of ASTM International and a vice-chair for E17, Tire Pavement Interaction, and subcommittee chair for E 17.33, Methodology for Analyzing Pavement Roughness. He was a chair to develop a new standard for CA Profilograph simulation, ASTM E2955 – 13, “Standard Practice for Simulating Profilograph Response to Longitudinal Profiles of Traveled Surfaces”,
    corresponding to the FAA’s AC 150/5370-10F, “Standards for Specifying Construction Of Airports” and ICAO Annex 14

    Abstract:
    In Advisory Circular (AC) 150/5320-5D, Airport Drainage Design, the Federal Aviation Administration (FAA) describes the runway pavement slope requirements for longitudinal and transverse directions. However, the AC provides very limited information about required surface characteristics at runway intersection area. It also refers existing highway guidelines such as “Policy on Geometric Design of Streets and Highways” in American Association of State Highway and Transportation Officials (AASHTO) rather than considering the pavement conditions under aircraft gear configurations and traffic conditions.
    This presentation will update the FAA’s researches to establish pavement surface grading criteria at runway intersection area. As described in the FAA’s 10 year plan ), needs for satisfying both ride quality and possible safety issues at the intersections will be reviewed when any rehabilitation or paving activities are required. Since drainage is one of the primary concerns in the area when maintenance or rehabilitation is required in addition to safety and ride quality, this presentation will review vertical sight distances, drainage, and roughness indices at runway intersections. This presentation will show some processed and analyzed profile data and corresponding slopes at runway intersection areas from in-service pavements in multiple airports. Gear configurations from various aircraft types including wide body will be also considered to find critical pavement zone in the intersection areas.
  • Session 6-0: Moderator by Robert Orthmeyer, FHWA
    Bio:
    NA
    Abstract:
    NA
  • Session 6-1: Profiler Certification Using AASHTO R56 by Rohan W. Perera, SME
    Bio:
    Dr. Perera is a Senior Consultant with SME in Michigan. He has been working in the pavements field for 25 years. His experiences include: pavement roughness and profile data analysis, pavement design, pavement evaluation, pavement management, and non-destructive testing of pavements. He has worked on numerous research projects dealing with pavement smoothness. He has also provided technical assistance to the LTPP program on profile related activities, including acceptance testing of new profilers and organizing and analyzing data from profiler comparison studies. He has also provided technical assistance to several state highway agencies who are implementing AASHTO standards on profiling.
    Abstract:
    The AASHTO standard R56 describes a procedure for certifying inertial profilers. The procedure described in R56 uses the IRI-filtered cross correlation as the method to assess the repeatability and the accuracy of a profiler. The repeatability of a profiler is evaluated by comparing the repeat runs made by the profiler at a section with each other. The accuracy of a profiler is evaluated by comparing the data collected by the profiler with the data collected by a reference device. There have been reports that the requirements specified in AASHTO R56 are sometimes difficult to achieve. This presentation examines the factors that can influence the results obtained from a profiler certification where the R56 criterion are used, and how to avoid some common errors during data collection that can prevent a profiler from meeting the criterion specified in R56.
  • Session 6-2: Incentive Only Ride Specification by Kevin McGhee, VDOT
    Bio:
    Kevin K. McGhee, P.E.
    Associate Principal Scientist
    Virginia Transportation Research Council

    • 30 years of experience in road and bridge design and research
    • 23 years as researcher for Virginia DOT
    • Past research: concrete pavement repair, application of advanced composites, development of smoothness incentive/disincentive specifications.
    • Current Research: pavement preservation, placing and finishing asphalt concrete mixtures, and general traveled surface characteristics.
    • Presently conducting and/or managing approximately $5M in research projects
    • B.S. in Civil Engineering from Virginia Tech
    • M.S. in Civil Engineering from The University of Virginia
    • Immediate past Chair of ASTM E-17 on Vehicle-Pavement Interaction
    • Immediate past Chair of NAS/TRB Committee AFD90, Surface Properties – Vehicle Interaction

    Abstract:
    In late 2011 the Virginia DOT’s executive leadership formed an Asphalt Quality Task Force to identify and recommend specific achievable measures to improve the quality of the asphalt paving in Virginia. The task force recommended assessing the feasibility of an incentive-only provision for ride quality the default for projects that would otherwise not qualify for the full specification to include incentives and disincentives. A pilot application of the incentive-only provision was conducted during the 2013 construction season. Although results indicated no statistically reliable distinction between the incentive-only projects and those with no rideability requirement, the number of sites, districts, contractors, etc., included in the assessment was limited.
    This presentation would address a concern that the original (2013) incentive-only criteria may have failed to adequately consider quality beyond a limited 52.8 feet (0.01-mile) base length. The presentation will include application of revised criteria to a wider range of projects during the 2015 construction season. The revised specification criteria show significant improvement over the previous/originally proposed. It maintains potential for significant incentives while reducing likelihood for “accidental” bonuses when final riding surface may be of marginal quality. Overall, there remains little statistically reliable distinction between achieved ride quality of incentive-only pilot projects and general non-ride spec paving. However, higher levels of improvement were observed with the incentive-only pilots as compared to non-ride spec sites. The revised criteria provides a mechanism through which a contractor can at least recover costs associated with improved practices and perhaps even earn good quality-based incentives. It does this while reducing the risk that the agency will be subject to incentives for otherwise marginal quality work.


  • Session 6-3: New Nevada D.O.T. Pavement Smoothness Specifications and Future Profiler Certification Program by Steven Hale, NVDOT
    Bio:
    Steve Hale has worked for the Nevada Department of Transportation for 17 years with the last 8 years serving as the Quality Assurance Engineer for the Construction Division.
    Steve graduated from the University of Nevada, Reno in 1998 with a Bachelor’s degree in Civil Engineering and is a registered Professional Engineer in the State of Nevada.
    Steve is the father of three beautiful children; Baylee (Age 15), Michael (Age 14), and Natalie (Age 9). He is also in a relationship with the love of his life, Tanya.
    Steve is a native Nevadan and enjoys all that Nevada has to offer. His hobbies include playing golf, exercising, going to the movies, spending quality time with the people he cares about, and travelling.

    Abstract:
    For many years, the Nevada Department of Transportation (NDOT) has utilized the International Roughness Index (IRI) measurement as part of its Pavement Management System. However, over that same time period, Profile Index (PRI) was used as the pavement profile measurement when it came to acceptance on NDOT’s highway construction projects. Beginning in January of this year, NDOT has been implementing new pavement profile specifications on all of its highway construction projects. The new specifications include maximum allowable Mean Roughness Indices (MRI) for 10th mile sections and maximum allowable International Roughness Indices for localized roughness. Projects located on interstates will also contain a ride incentive/disincentive program as part of the new pavement profile specifications. In addition, the Construction Division of the Nevada Department of Transportation will be able to perform verification measurements as part of the acceptance process. This is due to the fact that the NDOT Construction Division has been able to purchase three high speed inertial profilers and one walking profiler. NDOT is also in the process of developing an inertial profiler certification program. A certification site has already been procured within NDOT Right-of-Way and with the purchasing of our own walking profiler, we are well on our way in accomplishing this task. This presentation will show the audience where NDOT once was, where NDOT currently is, and where NDOT would like to be in the future as it pertains to the specifications and profiler certification.
  • Session 6-4: Open Panel Discussion: DOT and Contractors’ Experiences on Implementing IRI Specs. by DOT reps and contractor rep,
    Bio:
    NA
    Abstract:
    NA