Goal
Allow for more thorough performance tracking by integrating construction quality and
pavement performance data.
Requirements
Use a process that allows construction quality measurements and long-term pavement
performance measurements to be spatially located and correlated to one another. This
implies four requirements:
- Construction quality measurements must be spatially located such that the location
of the quality measurement is known to within 25 ft of the actual location where
the material or process that was measured is actually located.
- Pavement condition measurements must be taken at least every 2 years and must
be spatially located to a specific portion of roadway or location within the roadway.
- An operational system, computer-based or otherwise, is capable of storing
construction quality measurements, pavement condition measurements and their
spatial locations.
- The designated system must be demonstrated in operation, be capable of updates
and have written plans for its maintenance in perpetuity.
Documentation
PT-6 Pavement Performance Tracking
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Comment on credit PT-6
To address NPS BG comments:
At the UW we have conducted much research on the idea that this credit represents. In short, we believe it is possible and can be done so I do not believe the comment is disingenuous. I think the disconnect here is that you are assuming some rather dated processes and methods of data collection (truck tickets, manual correlation, etc.). Technology to update these is possible now: GPS locations tagged to nuke gauge readings, site-wide wi-fi connecting information real-time, autonomous trackers inserted into the mix, all data correlated with weather data, etc. There is interest in systems such as this and there is ongoing thought and research put into them. Certainly they cannot be bought off-the-shelf today but you may be amazed at what is possible.
PT-6
SECTION 1
Credit Requirement #2 seems to overlap with Project Requirement PR-9, Pavement Management System, in that the condition measurements are taken at regular intervals.
NPS-BG
PT-6
SECTION 4 Under the “Research” heading, comparing the manufacture of automobiles (or computers) to road building is disingenuous at best.
NPS-BG
PT-6
General Comments to this Section:
I believe that it is completely unrealistic to try to correlate all of the tests that are performed on roadway materials to project stationing, and to then be able to recall the data ten or twenty years later when some aspect of the road starts to fail. Density tests are taken randomly at some interval throughout the project. That interval probably doesn’t correlate to the amount of tons per test that are required to aggregate and asphalt material. No tests (done during construction) will tell you if water will enter the subgrade at some point in time following construction. If any of the quality tests fail during construction, the contractor has to correct the problem. An asphalt mix is approved before paving begins, the contractor has to follow a spec (e.g. Don’t pave if its 10 below zero.), batches are tested for quality, etc.
Is it reasonable to ask that a density test be performed every 25 feet, and that a truck ticket (for base and HMA) be matched for that interval?
Work is inspected during construction, quality samples are taken and evaluated, and deficiencies are corrected. Based on these things, the job is accepted. After that, a number of things – unrelated to the quality of the materials placed, and the workmanship involved – can take place which can cause any number of failures, from the top down or from the bottom up. How many of these failures will be directly traceable to a defect in materials or workmanship that slipped through the original quality tests?
The costs to perform additional tests, to maintain the database, and to correlate the data to the road in the event of a failure will be borne by the program, meaning less dollars on the road.
NPS-BG
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