Kane County Pavement Management System Update Maintenance and Rehabilitation Plan. ARA Project No

Transcription

1 February 17, 2017 Candi Thomas, P.E. Senior Project Manager 41W011 Burlington Road St. Charles, IL (630) telephone (630) fax Subject: Kane County Pavement Management System Update Maintenance and Rehabilitation Plan. ARA Project No Dear Ms. Thomas: Applied Research Associates, Inc. (ARA) appreciates the opportunity to submit to Kane County your Pavement Management System (PMS) update, including the maintenance and rehabilitation plan. It has been a pleasure providing pavement management services to Kane County and we look forward to our continued relationship. To that end, we are happy to assist in the annual no survey year updates if requested. Sincerely, Joseph A. Stefanski, P.E. Senior Engineer William R. Vavrik, Ph.D., P.E. Vice President and Principal Engineer Attachment cc: Lax Premkumar, P.E., ARA Kane Co. PMS Project Results Memo 2016 Final Page 1 of 26

2 REPORT Kane County Pavement Management System Maintenance and Rehabilitation Plan Prepared for: Candi Thomas, P.E. Senior Project Manager Kane County Highway Department 41W011 Burlington Road St. Charles, IL Tel. (630) Prepared by: Applied Research Associates, Inc. Transportation Sector 100 Trade Centre Dr., Suite 200 Champaign, IL Tel. (217) February 17, 2017 Kane Co. PMS Project Results Memo 2016 Final Page 2 of 26

3 TABLE OF CONTENTS BACKGROUND... 4 UPDATED RECORDS... 6 ROADWAY ASSESSMENT... 6 Data Collection and Linear Reference System (LRS) recalibration... 6 Pavement condition... 7 RWD Testing... 9 Roughness PMS UPDATE Pavement Performance Models Maintenance and Rehabilitation Programming Roadway Improvements Programming FIVE-YEAR M&R PLAN AND CONDITION FORECAST CONCLUSIONS AND RECOMMENDATIONS Kane Co. PMS Project Results Memo 2016 Final Page 3 of 26

4 BACKGROUND The Kane County Division of Transportation (KDOT) is responsible for building and maintaining a network of approximately 300 centerline miles of county highways, illustrated in Figures 1 and 2, which span across the County to serve a population of over half a million residents personal and commercial transportation needs. In 2010, KDOT contracted Applied Research Associates, Inc. (ARA) to implement a pavement management system (PMS) for the County in an effort to improve their abilities to manage their aging highway network. In 2013, ARA was contracted to update the system with a Five Year Maintenance and Rehabilitation Plan that included an updated condition survey in For this project, ARA was contracted to update the system with a Five Year Maintenance and Rehabilitation Plan, including an updated condition survey in This report summarizes the update to the County s fiveyear maintenance and rehabilitation (M&R) plan and long term pavement condition forecast. ARA performed this analysis using this year s and previously collected pavement condition data and updated construction history information provided by the County. Figure 1. Kane County s PMS optimizes the expenditure of construction funds over the long term by choosing the most appropriate treatment and timing for road improvements. Kane Co. PMS Project Results Memo 2016 Final Page 4 of 26

5 Figure 2. Kane County Highway Network as of Kane Co. PMS Project Results Memo 2016 Final Page 5 of 26

6 UPDATED RECORDS Prior to the May, 2016 field collection efforts, the County Highway Department provided updated information on Kane County s network, including the following: Updated KDOT s linear reference system (LRS) with updates since 2013 o Remove the following: CR 11 Center Street French Road Peplow Road South Street, segment from roughly MP (south edge of Burlington/Rolling Oaks Dr. north to the intersection with old Plank Rd) CR 19 Dunham Road, segment from roughly MP (Stearns Rd to end of previous CR 19 limits) CR 40 Penny Road, entire route from MP (IL Rt 68 to County Line) CR 52 Manning Road, entire route from MP (Big Timber Rd to IL Rt 47) o Adjust alignment on the following: CR 22 Plank Road, old segment is roughly MP (west end of old Plank Rd location east to meet the intersection with the new alignment that merges in from the north); new segment runs just to the north, intersecting Main St slightly to the north. The new segment is about 200' longer which necessitated a milepost shift on the entire route. CR 03 Allen Road: Alignment change on east end (how it intersects with US 20). List of maintenance and rehabilitation projects performed between 2013 and 2015 List of maintenance and rehabilitation projects scheduled to be performed in 2016 and 2017 Updated traffic counts from 2013 and 2015 Funding updates for anticipated 2017 to 2021 budget levels Updated maintenance segment limits, divided maintenance segments that were previously too large for realistic project selection given budget constraints ROADWAY ASSESSMENT Data Collection and Linear Reference System (LRS) recalibration After the kickoff meeting data review and records update, ARA created a routing plan for data collection using one of ARA s fleet of Digital Survey Vehicles (DSV), as shown in Figure 3. Data collection was performed from May 11 16, The vehicle collected digital images and laser based sensor data on all KDOT routes, for use in the evaluation of pavement condition. The DSV captured high resolution images at 20 ft intervals, each image linearly referenced with the DSV s onboard distance measuring instrument (DMI) and associated GPS coordinates. ARA used the DMI to recalibrate KDOT s LRS (not the vehicle s trip meter which is not as accurate) using the distance travelled tagged to each image (aka, each image milepost). In addition, the DSV measured pavement roughness using a laser profiler mounted on the van s front bumper. The raw data is used to calculate the International Roughness Index (IRI) of each roadway. ARA's profiler is a two laser system (one laser in each vehicle wheel path) that meets Class I profile measurement criteria, as defined by ASTM standard E 950. It collects data at 1 in intervals and provides IRI values at user defined intervals, usually 0.1 mile for a linearly referenced such as the one used by Kane Co. PMS Project Results Memo 2016 Final Page 6 of 26

7 most Illinois counties. The laser profiler also measures pavement rutting, an input to the CRS rating equation, in the vehicle wheel paths using a five laser system. Figure 3. ARA s van mounted camera and laser system captures high resolution images. Pavement condition The County s PMS uses the Illinois Department of Transportation (IDOT) Condition Rating Survey (CRS) methodology to characterize pavement condition and for selection of the optimal treatment and timing of improvements. In 2016, ARA performed this follow up to the 2013 (and 2010 initial) condition survey using an automated digital camera and global positioning system (GPS) mounted on a survey vehicle that filmed 100 percent of Kane County s highway network. The 2016 CRS average rating (which are all calculated as area weighted averages) based on the condition assessment in May, 2016 was calculated to be 7.0, holding constant from 7.0 in 2013 which was an increase from 6.4 in Figure 4 shows the distribution of CRS values by pavement area for three years 2010, 2013, and Overall, 90.6 percent of Kane County s roads are in good to excellent condition, while only 9.4 percent are in fair to very poor condition. Figure 5 illustrates the 2016 CRS values for KDOT maintenance segments. KDOT s increased use of pavement preservation activities such as crack sealing, rejuvenator, and cape seal are providing a better bang for the buck effect that is evident in the network average CRS. Kane Co. PMS Project Results Memo 2016 Final Page 7 of 26

8 Very Good Good Percent of mileage Excellent Fair 10 Poor Very Poor 0 9 to >8 8 to >7 7 to >6 6 to >5 5 to 3 3 to 1 CRS value Figure 4. Condition of Kane County s roads by pavement area (3 years). Kane Co. PMS Project Results Memo 2016 Final Page 8 of 26

9 Figure 5. May, 2016 CRS values for KDOT maintenance segments. Kane Co. PMS Project Results Memo 2016 Final Page 9 of 26

10 RWD Testing The RWD is an innovative device developed jointly by ARA and the Federal Highway Administration (FHWA) to perform structural testing of highway networks. It consists of a laser array mounted on a custom built semi trailer that measures the vertical pavement deflection caused by an 18 kip single axle load. Deflections are measured continuously and output by the RWD s software as average deflections over 0.1 mi sections. In general, higher deflections indicate thinner or weaker pavements, while lower deflections represent pavements with higher structural capacity. The RWD operates at normal highway speeds and does not require lane closures or interrupt roadway users. Figure 6 shows the RWD with enclosed lasers. ARA tested 100 percent of Kane County s highway network over a 3 day period, from July 27 29, During data collection, reference points such as bridges, towns, and intersections with major roads were recorded and used to eliminate outlier data and for referencing during data processing. Figure 7 displays the distribution of design RWD deflections by pavement area, and Figure 8 illustrates the 2016 Design RWD values for KDOT maintenance segments. The design RWD value is defined as the mean deflection for a section, plus two standard deviations, and is a key input in the treatment matrix. The majority of hard surfaced pavements show low and medium deflections, while the majority of chip seal roads produced medium and high deflections. The higher deflection areas in the western half of the County are typical distributions for low volume county roads of these pavement types. Figure 6. The RWD measures pavement structural response to truck loads. Kane Co. PMS Project Results Memo 2016 Final Page 10 of 26

11 60 50 Fair Good Percent of mileage Poor 10 0 <35 35 to <50 50> RWD design deflection, mils Figure 7. Design RWD deflection by pavement area (2 years). Kane Co. PMS Project Results Memo 2016 Final Page 11 of 26

12 Figure 8. July, 2016 Design RWD values for KDOT maintenance segments. Kane Co. PMS Project Results Memo 2016 Final Page 12 of 26

13 Roughness Pavement roughness measurements, an input to the CRS rating equations, were measured using laser sensors attached to the DSV. These measurements, in terms of an International Roughness Index (IRI), are used to evaluate the pavement rideability, characterized by the irregularity on the surface of the road. A new pavement typically starts with a roughness between 60 and 80 in/mile and increases over time as the pavement ages and distress increases roughness. Typically, significant user discomfort is noticed at IRI values greater than 200 in/mi, requiring functional improvement, such as an AC overlay. Figure 9 shows the distribution of IRI values by pavement area for three years 2010, 2013, and Overall, only 0.5 percent Kane County s roads are in poor condition. Figure 10 illustrates the 2016 IRI values for KDOT maintenance segments. The average IRI in 2016 was 111 in/mi, up slightly from 106 in/mi measured in the 2013 survey, but lower than the 122 in/mi value measured in Very Good Good Percent of mileage Fair 10 Poor 0 < to < to < > IRI value, in/mi Figure 9. IRI values, in/mi by pavement area (3 years). Kane Co. PMS Project Results Memo 2016 Final Page 13 of 26

14 Figure 10. May, 2016 IRI values for KDOT maintenance segments. Kane Co. PMS Project Results Memo 2016 Final Page 14 of 26

15 PMS UPDATE Following the completion of data collection and assessment of the Kane County highway network, ARA worked with KDOT staff to update the RoadCare PMS software and customize the logic required to meet the project goals. Activities included data upload, updating pavement performance models, updating M&R activities, and programming the project selection and investment parameters for activity planning. Pavement Performance Models A deterioration curve is a relationship between pavement age and condition that describes how a pavement s condition is expected to deteriorate over time. As part of this task, ARA considered updates for both AC and PCC 2013 pavement performance models (PPM) using the 2016 CRS ratings per maintenance segment. The CRS deterioration model analysis is shown in Figure 11. Notes on the information in the graph: Each circle represents a single maintenance segment. The curves represent a best fit of the KDOT CRS data for all available surface age years. Beyond years there is little or no data and so the curves are estimated based on experience with other similar pavements as they age. The 2016 AC model was updated slightly (dashed brown line) The 2016 PCC model was kept the same as the 2013 PCC model (solid red line) Overall, good consensus between the 2013 and 2016 pavement condition ratings CRS Age (years) 2010 All Segments 2013 AC Segments 2013 PCC Segments 2010 Model 2013 AC Model 2013 PCC Model 2016 AC Segments 2016 PCC Segments Poly. (2016 AC Model) Figure 11. Kane County pavement performance model. Kane Co. PMS Project Results Memo 2016 Final Page 15 of 26

16 Maintenance and Rehabilitation Programming Following review of the pavement performance model and discussion of updating appropriate activity timings with KDOT staff, ARA worked to update the treatment decision logic in RoadCare. This task includes the definition of M&R activities available to the County that can be performed to maintain or improve pavement condition. M&R activities can include those performed by KDOT s in house staff and equipment as well as those which are contracted out. Figures 12a and 12b graphically summarizes the feasibility decision matrix of treatments Treatment Matrix for the County, as programmed into RoadCare. Major changes from the 2013 update project included: The Design RWD deflections category was added to the Treatment Matrix. Because RWD deflection testing was performed as a part of the 2016 project, the structural metric can be used in the decision tree (similar to that used in 2010). The Estimated RWD category was removed from the Treatment Matrix. In 2013, in lieu of structural testing, the 2010 RWD values were used to estimate the category in order to maintain a structural condition input in the decision tree for Average Daily Traffic (COMB_AADT) 1600 vehicles/day CRS CRS Design RWD Deflection, mils Value Rating < >75 Good Fair Poor Excellent Very Good Defer Maintenance or Rejuvinator if Age = 1 Distress Repair & Crack Seal (max 1 time) Chip Seal* (max 2 times) Defer Maintenance Good FEASIBILITY OVERLAP Fair Double Chip Seal* Mill 1.5 Replace 2.25 Mill 2 - Patch - Replace 4 (maximum 2 times) Poor Mill 2.25 Replace 2.25 Mill 3 - Patch - Replace 4 3 Failed Mill 3 - Patch - Replace 4 Cold In-Place Recycling or Full-Depth Reconstruction 1 * Chip seal and cape seal activities identified for use as pavement preservation strategies are not feasible beyond 8 years following last HMA resurfacing or surface treatment. Figure 12a. KDOT M&R decision matrices for low traffic. Kane Co. PMS Project Results Memo 2016 Final Page 16 of 26

17 Average Daily Traffic (COMB_AADT) > 1600 vehicles/day CRS CRS Design RWD Deflection, mils Value Rating < >50 Good Fair Poor Excellent Very Good Defer Maintenance or Rejuvinator if Age = 1 and AADT < 5,000 Distress Repair & Crack Seal (max 1 time) Cape Seal* (max 2 times) Good FEASIBILITY OVERLAP Fair Mill 2.25 Replace 2.25 Mill 1.5 Replace 2.25 Defer Maintenance Mill 2 - Patch - Replace 4 Poor Mill 3 - Patch - Replace 3 Mill 3 - Patch - Replace 5 3 Failed Cold In-Place Recycling or Full-Depth Reconstruction 1 * Chip seal and cape seal activities identified for use as pavement preservation strategies are not feasible beyond 8 years following last HMA resurfacing or surface treatment. Figure 12b. KDOT M&R decision matrices for high traffic. Kane Co. PMS Project Results Memo 2016 Final Page 17 of 26

18 The 2016 representative unit costs for M&R activities in Kane County are summarized in Table 1. Activity costs can vary significantly from year to year due to inflation, material availability, and regional demand. Table 1. Cost summary for M&R activities in Kane County for Activity Description Budget Category Rural Unit Cost ($/sq yd) Urban Unit Cost* ($/sq yd) Distress Repair & Crack Seal Cracksealing $1.37 n/a Rejuvinator $0.87 n/a Chip Seal $1.91 n/a Maintenance Double Chip Seal $4.59 n/a Cape Seal $4.87 n/a 1.5" Mill & 2.25" AC Overlay $12.46 $ " Mill & 2.25" AC Overlay $13.12 $ " Mill & 3" AC Overlay $16.99 $ " Mill, Patch & 4" AC Overlay Rehabilitation $20.41 $ " Mill, Patch & 4" AC Overlay $23.49 $ " Mill, Patch & 5" AC Overlay $29.35 $23.28 Reconstruction $ $ *Cost of modified polymer asphalt used for shoulder paving for segments with an AADT > 25,000 Kane Co. PMS Project Results Memo 2016 Final Page 18 of 26

19 Table 2 summarizes updated consequences of a variety of attributes as they are currently programmed in RoadCare for the M&R activities available to KDOT. These remained the same from the 2013 update. Table 2. Summary of M&R activity consequences for KDOT treatments. M&R Activity Description Treatment Consequences (per Attribute) AGE CRS PM_CYCLE REPAIR_CYCLE PROGRAM No Treatment +1 NONE Distress Repair & Crack Seal REPAIR Rejuvinator REJUV Chip Seal % +1 CHIP Double Chip Seal % +1 DOUBLE Cape Seal % +1 CAPE 1.5" Mill & 2.25" AC Overlay AND " Mill & 2.25" AC Overlay AND2.25 3" Mill & 3" AC Overlay AND3 2" Mill, Patch & 4" AC Overlay AND4 3" Mill, Patch & 4" AC Overlay AND4 3" Mill, Patch & 5" AC Overlay AND5 Reconstruction RECON Key: All attribute data obtained from RoadCare database per the following definitions: AGE = years since last construction or resurfacing activity; CRS = Condition Rating System; PM_CYCLE = number of preventive maintenance (i.e., surface treatment) applications since last construction or resurfacing; REPAIR_CYCLE = number of distress repair (e.g., crack seal, patching) applications since last construction or resurfacing; PROGRAM = code for identifying M&R treatment type performed in RoadCare simulation. Kane Co. PMS Project Results Memo 2016 Final Page 19 of 26

20 2016 Roadway Improvements Programming Because the 2016 roadway assessment occurred prior to Kane County s 2016 roadwork program, any treatments to the roadway needed to be pre programmed into RoadCare prior to running the 5 year analysis. ARA programmed KDOT s maintenance segments into RoadCare to account for any improvements made during the 2016 construction season (after our field collection in May, 2016). The list of resurfacing and preservation activities for 2016 is illustrated in Figure 13. The 2016 year end CRS values per KDOT maintenance segment is illustrated in Figure 14. These values reflect an increase from the May, 2016 CRS survey for any segment that had work done (based on the RoadCare treatment s consequence), as well as a simulated single year of deterioration for all other segments (based on the performance model for that segment s pavement type). These CRS values also represent the seed values for the start of the 5 year analysis. The end of year 2016 CRS average rating is projected to be 7.2, an increase of 0.2 from the May, 2016 survey. Kane Co. PMS Project Results Memo 2016 Final Page 20 of 26

21 Figure 13. Resurfacing and preservation projects for Kane Co. PMS Project Results Memo 2016 Final Page 21 of 26

22 Figure year end CRS values for KDOT maintenance segments. Kane Co. PMS Project Results Memo 2016 Final Page 22 of 26

23 FIVE YEAR M&R PLAN AND CONDITION FORECAST Based on the condition analyses and customization of the M&R programming logic, ARA has performed some basic analyses for the County s review. The remainder of this section summarizes ARA s findings for network level assessment of predicted pavement condition and future M&R needs. The annual budgets summarized in Table 3 were programmed in the baseline RoadCare simulation, with budgets based on RoadCare s programmed treatment activity costs applied to the KDOT committed projects for simulation purposes. All analysis was performed in current year dollars with no inflation or escalation. Table 3. Budget summary for baseline RoadCare analysis ( ). Budget Category Annual M&R budget per category (in millions) Cracksealing (actual) $0.625 $0.625 $0.625 $0.625 Maintenance (actual) $0.75 $0.75 $0.75 $0.75 Rehabilitation (actual) $6.50 $6.50 $6.50 $6.50 TOTAL (actual) $7.875 $7.875 $7.875 $7.875 Kane Co. PMS Project Results Memo 2016 Final Page 23 of 26

24 For this baseline analysis, ARA projected the distribution of CRS values across the network for each simulation year. Figure 15 illustrates the distribution of categorical values, showing a significant percentage of roads in very good condition or better condition due to the increased pavement preservation activities since the implementation in The projected funding level of $7.875 million per year for 2017 through 2021 also demonstrates a steady increase in CRS over the analysis period as well as an improved distribution of CRS condition over the level observed in the initial survey across the network in 2010 as well as the 2013 update survey. 100% 9 8 Percentage of Network 80% 60% 40% 20% Network CRS Value 0% Year Poor: CRS < 5 Fair: CRS 5-6 Good: CRS 6-7 Very Good: CRS 7-8 Excellent: CRS 8-9 Network CRS Figure 15. Projected network distribution of CRS values for baseline analysis ( ). 1 Kane Co. PMS Project Results Memo 2016 Final Page 24 of 26

25 In order to assess the long term attainability of network average condition, ARA performed supplemental analyses with varying annual budgets from the baseline analysis ($7.875M per year) beginning in 2018 as follows: $8.875M per year, $9.875M per year, and $10.875M per year. Figure 16 illustrates the projected network average CRS for each analysis compared against the baseline analysis. CRS Baseline (Current Budget) +$1M/yr +$2M/yr +$3M/yr Figure 16. Projected network average CRS values for various annual budgets ( ). Kane Co. PMS Project Results Memo 2016 Final Page 25 of 26

26 CONCLUSIONS AND RECOMMENDATIONS At the conclusion of this update, ARA has provided KDOT staff with valuable data, condition analysis, and engineering tools that will help meet the needs of the project as stated from the beginning. The RoadCare system and the data and programming logic delivered within will provide the baseline for objective and quantitative analysis, allowing KDOT staff to evaluate and consider multiple strategies for their programs and identify ways to get the biggest return on the County s M&R investment. ARA recommends KDOT consider a resurvey within 3 years of the 2016 survey which would place the survey in the Spring of Using a frequency of no more than 3 years will achieve the best results in performance model updating and project planning. With this approach, ARA recommends KDOT conduct a surface condition survey using ARA s Digital Survey Vehicle and structural testing using ARA s Rolling Wheel Deflectometer, both in the Spring of This will provide a method of evaluating the true benefit from any treatments (maintenance and rehabilitation) performed from 2016 and Continual updates of system condition data will allow additional separation of distinct roadway segments into families that perform similarly based on pavement type, structural capacity, traffic levels, and last activity. It is recommended that in the next update, specific PCC maintenance and rehabilitation activities be added to create a PCC treatment matrix. Annual updates and enhancements of the PMS in non survey years will help the County achieve its pavement management goals and continue moving forward. ARA appreciates the opportunity to work with KDOT to implement the RoadCare PMS for Kane County, and we are happy to assist in the annual updates if requested. Kane Co. PMS Project Results Memo 2016 Final Page 26 of 26