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In the early 1990s the Indiana Department of Transportation (INDOT) developed a five-year warranty specification for asphalt pavements with the first project being built in 1996. In 2004, results indicated that the asphalt pavements built with the warranty specification had improved performance over the conventional asphalt pavements. Nineteen years have passed since the original asphalt pavement warranty project was placed in Indiana. It has been eleven years since the performance of the warranted asphalt pavements has been analyzed to determine the effectiveness of warranties. Therefore, it is prudent to reexamine the potential benefits of asphalt pavement warranties. Hence, the ultimate goal of the project is to advise the INDOT on whether the use of asphalt pavement warranties has potential benefit for lowering the cost of ownership for asphalt paved roadways. Overall, performance comparisons of Indiana’s warranted and non-warranted asphalt pavements indicate that warranted asphalt pavements tend to perform more effectively than do non-warranted asphalt pavements. On average, warranted asphalt pavement sections had lower IRI values and rut depths than did non-warranted sections. The variability in IRI values and rut depths was also found to be less for warranted pavement sections than for the non-warranted sections. In terms of service life based on changes in IRI and rut depth, analyses indicate that warranted asphalt pavements could last 10 to 14 years longer than non-warranted asphalt pavements. When both initial capital costs and maintenance expenditures are considered, warranted asphalt pavements appear to be 15 to 40% more cost effective over a 5-year (short-term) period and 47 to 61% more cost effective over a 15-year (long-term) period. These savings do not include potential benefits of reduced user costs nor reduced INDOT inspection costs.

Potholes are a common pavement distress, particularly appearing during the spring freeze-thaw period in northern climates. Potholes reduce ride quality, and if left unrepaired can lead to rapid pavement deterioration. Typically, when a pothole appears a repair crew is dispatched to place patch mixture in the hole with the hope that the patch will last until such time as a more permanent repair can be made. This reactive approach to potholes can often be too late to prevent further pavement damage and also makes it difficult for repairs crews to be scheduled in the most cost effective manner. In this study, the relation between traffic loads combined with weather records, such as temperature, freeze-thaw cycles and the numbers of potholes requiring patching was investigated in an attempt to develop a model to predict pothole formation and distinguish the routes which are prone to pothole formation before the potholes begin to form. If pothole prediction were possible, this proactive approach would enable agencies to plan and schedule maintenance activities more cost and time effectively thus increasing ride safety and mobility. To achieve the objective, four years of maintenance data from Indiana routes were collected and statistically analyzed to develop a model to estimate the probability of occurrence of a pothole due to annual average daily traffic and climate. The model indicates how significant traffic loads combined with weather condition influence the pothole. Also, although traffic loads and weather conditions are the essentials for potholes to form, the effect of pavement condition on the initiation of new potholes cannot be disregarded. Additionally, this study began the development of a basic roadway distress evolution model by employing several standard statistical tools, such as, the empirical cumulative distribution functions (CDF) and the Kolmogorov-Smirnov (KS), to a pavement condition dataset. The goal of the model was to predict and rank areas of p

Potholes are a common pavement distress, particularly appearing during the spring freeze-thaw period in northern climates. Potholes reduce ride quality, and if left unrepaired can lead to rapid pavement deterioration. Typically, when a pothole appears a repair crew is dispatched to place patch mixture in the hole with the hope that the patch will last until such time as a more permanent repair can be made. This reactive approach to potholes can often be too late to prevent further pavement damage and also makes it difficult for repairs crews to be scheduled in the most cost effective manner. In this study, the relation between traffic loads combined with weather records, such as temperature, freeze-thaw cycles and the numbers of potholes requiring patching was investigated in an attempt to develop a model to predict pothole formation and distinguish the routes which are prone to pothole formation before the potholes begin to form. If pothole prediction were possible, this proactive approach would enable agencies to plan and schedule maintenance activities more cost and time effectively thus increasing ride safety and mobility. To achieve the objective, four years of maintenance data from Indiana routes were collected and statistically analyzed to develop a model to estimate the probability of occurrence of a pothole due to annual average daily traffic and climate. The model indicates how significant traffic loads combined with weather condition influence the pothole. Also, although traffic loads and weather conditions are the essentials for potholes to form, the effect of pavement condition on the initiation of new potholes cannot be disregarded. Additionally, this study began the development of a basic roadway distress evolution model by employing several standard statistical tools, such as, the empirical cumulative distribution functions (CDF) and the Kolmogorov-Smirnov (KS), to a pavement condition dataset. The goal of the model was to predict and rank areas of p

In the early 1990s the Indiana Department of Transportation (INDOT) developed a five-year warranty specification for asphalt pavements with the first project being built in 1996. In 2004, results indicated that the asphalt pavements built with the warranty specification had improved performance over the conventional asphalt pavements. Nineteen years have passed since the original asphalt pavement warranty project was placed in Indiana. It has been eleven years since the performance of the warranted asphalt pavements has been analyzed to determine the effectiveness of warranties. Therefore, it is prudent to reexamine the potential benefits of asphalt pavement warranties. Hence, the ultimate goal of the project is to advise the INDOT on whether the use of asphalt pavement warranties has potential benefit for lowering the cost of ownership for asphalt paved roadways. Overall, performance comparisons of Indiana’s warranted and non-warranted asphalt pavements indicate that warranted asphalt pavements tend to perform more effectively than do non-warranted asphalt pavements. On average, warranted asphalt pavement sections had lower IRI values and rut depths than did non-warranted sections. The variability in IRI values and rut depths was also found to be less for warranted pavement sections than for the non-warranted sections. In terms of service life based on changes in IRI and rut depth, analyses indicate that warranted asphalt pavements could last 10 to 14 years longer than non-warranted asphalt pavements. When both initial capital costs and maintenance expenditures are considered, warranted asphalt pavements appear to be 15 to 40% more cost effective over a 5-year (short-term) period and 47 to 61% more cost effective over a 15-year (long-term) period. These savings do not include potential benefits of reduced user costs nor reduced INDOT inspection costs.

SPR-3908, Potholes are a common pavement distress, particularly appearing during the spring freeze-thaw period in northern climates. Potholes, reduce ride quality, and if left unrepaired can lead to rapid pavement deterioration. Typically, when a pothole appears a repair crew is, dispatched to place patch mixture in the hole with the hope that the patch will last until such time as a more permanent repair can be, made. This reactive approach to potholes can often be too late to prevent further pavement damage and also makes it difficult for, repairs crews to be scheduled in the most cost effective manner., In this study, the relation between traffic loads combined with weather records, such as temperature, freeze-thaw cycles and the, numbers of potholes requiring patching was investigated in an attempt to develop a model to predict pothole formation and distinguish, the routes which are prone to pothole formation before the potholes begin to form. If pothole prediction were possible, this proactive, approach would enable agencies to plan and schedule maintenance activities more cost and time effectively thus increasing ride safety, and mobility., To achieve the objective, four years of maintenance data from Indiana routes were collected and statistically analyzed to develop a, model to estimate the probability of occurrence of a pothole due to annual average daily traffic and climate. The model indicates how, significant traffic loads combined with weather condition influence the pothole. Also, although traffic loads and weather conditions are, the essentials for potholes to form, the effect of pavement condition on the initiation of new potholes cannot be disregarded., Additionally, this study began the development of a basic roadway distress evolution model by employing several standard statistical, tools, such as, the empirical cumulative distribution functions (CDF) and the Kolmogorov-Smirnov (KS), to a pavement condition dataset., The goal of the model was to predict and rank areas of probable future concern by likelihood and severity. The resulting analysis showed, promise but the data resolution was too low to achieve predictions on the desired fine scale.

SPR-3813, In the early 1990s the Indiana Department of Transportation (INDOT) developed a five-year warranty specification for asphalt pavements, with the first project being built in 1996. In 2004, results indicated that the asphalt pavements built with the warranty specification had, improved performance over the conventional asphalt pavements., Nineteen years have passed since the original asphalt pavement warranty project was placed in Indiana. It has been eleven years since, the performance of the warranted asphalt pavements has been analyzed to determine the effectiveness of warranties. Therefore, it is, prudent to reexamine the potential benefits of asphalt pavement warranties. Hence, the ultimate goal of the project is to advise the, INDOT on whether the use of asphalt pavement warranties has potential benefit for lowering the cost of ownership for asphalt paved, roadways., Overall, performance comparisons of Indiana’s warranted and non-warranted asphalt pavements indicate that warranted asphalt, pavements tend to perform more effectively than do non-warranted asphalt pavements. On average, warranted asphalt pavement, sections had lower IRI values and rut depths than did non-warranted sections. The variability in IRI values and rut depths was also found, to be less for warranted pavement sections than for the non-warranted sections. In terms of service life based on changes in IRI and rut, depth, analyses indicate that warranted asphalt pavements could last 10 to 14 years longer than non-warranted asphalt pavements., When both initial capital costs and maintenance expenditures are considered, warranted asphalt pavements appear to be 15 to 40%, more cost effective over a 5-year (short-term) period and 47 to 61% more cost effective over a 15-year (long-term) period. These savings, do not include potential benefits of reduced user costs nor reduced INDOT inspection costs

SPR-3813, In the early 1990s the Indiana Department of Transportation (INDOT) developed a five-year warranty specification for asphalt pavements, with the first project being built in 1996. In 2004, results indicated that the asphalt pavements built with the warranty specification had, improved performance over the conventional asphalt pavements., Nineteen years have passed since the original asphalt pavement warranty project was placed in Indiana. It has been eleven years since, the performance of the warranted asphalt pavements has been analyzed to determine the effectiveness of warranties. Therefore, it is, prudent to reexamine the potential benefits of asphalt pavement warranties. Hence, the ultimate goal of the project is to advise the, INDOT on whether the use of asphalt pavement warranties has potential benefit for lowering the cost of ownership for asphalt paved, roadways., Overall, performance comparisons of Indiana’s warranted and non-warranted asphalt pavements indicate that warranted asphalt, pavements tend to perform more effectively than do non-warranted asphalt pavements. On average, warranted asphalt pavement, sections had lower IRI values and rut depths than did non-warranted sections. The variability in IRI values and rut depths was also found, to be less for warranted pavement sections than for the non-warranted sections. In terms of service life based on changes in IRI and rut, depth, analyses indicate that warranted asphalt pavements could last 10 to 14 years longer than non-warranted asphalt pavements., When both initial capital costs and maintenance expenditures are considered, warranted asphalt pavements appear to be 15 to 40%, more cost effective over a 5-year (short-term) period and 47 to 61% more cost effective over a 15-year (long-term) period. These savings, do not include potential benefits of reduced user costs nor reduced INDOT inspection costs.