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Capital Improvement Plan (CIP) plays a critical role in maintaining and upgrading a road system by determining which road segments should receive treatment for a year. The funding provided by the local government is considered as the available budget, and by synchronizing the available budget, the CIP ensures that the overall pavement condition is optimized. The primary factors included in the methodology are the following: budget, Pavement Surface Evaluation and Rating (PASER), deterioration model, cost matrix, and improvement associated with selecting the treatment. A combined priority index was determined for each roadway segment based on the functional classification of roadways and the maintenance treatment type. The linear integer optimization technique was applied to identify the best projects for improvement. The overall methodology was applied to the City of Fort Wayne's Road system to verify the method's applicability as a case study. Key words: Capital Improvement Plan (CIP), Pavement Surface Evaluation and Rating (PASER), city roads, priority-based PASER, optimization model, Introduction The Indiana Department of Transportation (INDOT) created its Pavement Management System (PMS) regulations in 1989 in response to the Federal Highway Administration issuing an updated PMS standard (INDOT 2017). [...]

This study developed a priority-based optimisation model for Pavement Management Systems (PMS) using Pavement Surface Evaluation and Ratings (PASER) for city roads. By synchronising the available budgets and pavement conditions, the Capital Improvement Plan (CIP) ensures that with a limited annual budget, the overall pavement condition is optimised. Factors used to develop the CIP include: budget, road length, road classification, PASER, and treatment types. The optimisation methodology used in this study selects the best set of projects to complete while maximising the budget and weighted average PASER. The methodology used in this study were tested using the city of Fort Wayne, Indiana as a case study. [ABSTRACT FROM AUTHOR]

While approximately two-thirds of the total centerline miles are unpaved in the state of Wyoming, there is no optimization program for managingthese roads. Unlike paved roads, unpaved roads deteriorate from excellent to failed conditions in sometimes less than a year. This deterioration rate necessitates developing a novel methodology for managing them efficiently. When funding is limited, it is important to identify the best mix of road preservation projects that provides the most benefits to society in terms of overall life cycle cost of the road network. This research intends to develop a management system using optimization techniques for managing unpaved roads within limited budget. The common factors that play the most important role for identifying projects are road condition parameters, unpaved road deterioration model, treatment types, cost-factors associated with selecting treatment types, traffic counts, budget, and treatment cost. Road condition parameters include cross section, roadside drainage, rutting, potholes, loose aggregate, dust, corrugation, and ride quality. This methodology will facilitate a statewide implementation of unpaved road management system for counties in Wyoming. The methodology can be easily adopted by other states interested in the management of gravel roads., 1. Introduction In the state of Wyoming, transportation infrastructure has many elements: roads (paved and unpaved), bridges, culverts, cattle guards, signs, traffic signals, tunnels, rails, and roadside features. In this [...]

This study evaluates the effectiveness of dust treatments on gravel roads. Two dust suppressant types: CaCl2 and MgCl2 were used in this study on 26 gravel roadway segments. Two dust measuring devices: HAZ-DUST EPAM-5000 and Colorado State University (CSU) Dustometer were used to measure the fugitive dust emissions. The variables that might have an impact on the effectiveness of dust treatments were also collected. The data collection included traffic counts, 85th percentile speed, soil properties (moisture content, liquid limit, plastic limit and per cent passing through #200 sieve) and most importantly, dust emission. Statistical analyses indicated that dust emission was reduced by 87% after applying treatment compared to before treatment. HAZ-DUST EPAM-5000 (mean: 1.47 mg/m3, standard deviation: 0.93 mg/m3) was performed better than CSU Dustometer (mean: 1.48 mg/m3, standard deviation: 1.37 mg/m3). The dust reduction by applying two chemical treatments, CaCl2 and MgCl2, was very close to each other. Also, before applying treatment, traffic counts, % fines passing #200 sieve and annual rainfall were found to be significant. After applying treatment per cent, no variable was found to be significant. [ABSTRACT FROM AUTHOR]

In recent years, the Colorado Department of Transportation (CDOT) developed Drivability Life (DL) index to estimate useable pavement service life for roadway segments. The DL process is similar in concept to the Remaining Service Life (RSL). The DL of pavement is a measure, in years, of how long a roadway segment will have acceptable driving conditions. A preliminary experimental study conducted by CDOT concluded that the DL can be efficiently used in Pavement Management System (PMS). For detail analysis, CDOT incorporated DL in their 2013 and 2014 PMS database. This paper presents the results from the experimental study and performed a preliminary analysis on the low volume roads in the State of Colorado. Analysis confirmed that the RSL can be replaced by DL, and may help representing more accurate pavement condition of a roadway segment, thus help maintaining the roadway networks efficiently. [ABSTRACT FROM AUTHOR]

The objective of this study is to develop a long-term performance model to predict the service life of treated gravel roads. Fugitive dust emissions from 11 recently treated gravel roads located in five different counties in the state of Wyoming were measured periodically for 12 months. Visual survey ratings of the 11 roads were taken each time. Surfacing moisture samples were collected. Traffic speeds and volumes by class were also collected using a two-tube traffic counting system. Surfacing aggregate samples were collected and their gradations were determined. Performance curves were developed for each of the selected 11 roads. A comprehensive long-term performance model was developed that predicts the service life of treatment on gravel roads. A life cycle cost analysis comparison study was also conducted to compare the cost of maintaining untreated gravel roads with the cost of maintaining treated gravel roads. Statistical analyses generated regression models that allowed the prediction of factors significant to the service life of treatment on gravel roads. It was found that the daily traffic, the percentage of fines in the soil and the annual rainfall had the highest contribution to road deteriorations and increase in dust generation. Dust treatment was found to have a service life of one year before dust emission rates went back to before treatment levels. The life cycle cost analysis indicates that the initial cost of applying dust suppressant treatment to gravel roads is expensive. However, it will increase the road service life and significantly reduce dust generation. [ABSTRACT FROM AUTHOR]

Wyoming's Interstate 80 has one of the highest truck crash rates in the United States. This is due to a variety of reasons, including high percentage of truck traffic, adverse weather conditions and mountainous terrain. These factors have caused the Wyoming Highway Patrol (WHP) to spend extensive resources on inspecting commercial vehicles and enforcement of traffic laws in this corridor. This study estimated the correlation between traffic citations and truck crashes. In addition, the paper evaluated the increased risk of truck crashes in adverse weather and road conditions. The explanatory variables included geometric features, weather condition, traffic volume and types of citations. This research concluded that speeding related citations and truck crashes are negatively correlated, and the risk of truck crashes is significantly higher when weather is not clear, and the road is not dry. [ABSTRACT FROM AUTHOR]

This paper developed a pavement serviceability prediction model for county paved roads. Most county paved roads were built decades ago without following minimum design standards. The recent increase in industrial/mineral activities in the State of Wyoming required developing a pavement management system (PMS) for local paved roads. The developed PMS used the pavement serviceability index (PSI) as a pavement performance parameter. The proposed PSI model for local roads is based on: international roughness index, pavement condition index (PCI) and rut depth for flexible pavements only. Ten panellists from Wyoming rated 30 pavement sections that were randomly selected at different distresses’ levels; using two vehicles (SUV and Sedan). The statistical analysis indicated that the seating position, age and gender are not significant to the rating process. However, the vehicle’s type found to be significant. The newly developed model from this study explains 80% of the variations in the PSI values of county roads (adjusted R2 = 0.80). In addition, the new model seems to provide more realistic representation of the conditions of county roads than the statewide model used on the state’s highway system. [ABSTRACT FROM AUTHOR]

A pavement management system (PMS) is a strategic and systematic process to maintain and upgrade the road network. When funding is limited, it is very important to identify the best mix of road preservation projects that provides the maximum benefits to society in terms of overall life cycle cost of the road network. The most common factors that play an important role for identifying projects are the following: budget, traffic volume, Present Serviceability Index (PSI) and risk associated with selecting treatment types. This research develops an optimisation methodology for county paved roads that identify the best mix of preservation projects within budget, maximising traffic (passengers and trucks traffic) on treated roads, maximising the weighted average PSI, and minimising the risk. This methodology will facilitate a statewide implementation of PMS for counties in the state of Wyoming. [ABSTRACT FROM AUTHOR]

The objective of roadway tolling in rural areas is often tied to revenue generation for roadway maintenance. Thus, rural pricing models should directly incorporate a pavement deterioration and maintenance model. However, the interactions between these models are not simple, because tolls cause traffic diversion, which in turn affects deterioration rates and forecasted revenue. This article describes a rural pricing model which calculates diversion endogenously with a network assignment model. This model captures deterioration rates and pavement condition in the toll-setter's objective function, maximizing long-run net present value of the highway infrastructure. A novel deterioration model is used which is particularly suitable for computational efficiency. The resulting model is discontinuous and nondifferentiable, and involves solving a combinatorial knapsack problem as a subproblem. Thus, a simulated annealing-based algorithm is presented to solve it, in the framework of a new solution method built upon partitioning the feasible region. A demonstration is made using a network representing the state of Wyoming (28 zones, 60 nodes, and 188 links). Sensitivity analyses reveal that although the locations for optimal tolling are relatively stable as demand changes, the revenue collected can vary substantially. Relatively simple models are used throughout for computational reasons, and future research should investigate strategies for incorporating more advanced pavement and network models. [ABSTRACT FROM AUTHOR]