5th International Conference on Managing Pavements (2001)

AIRPAVE MANAGEMENT AN INNOVATIVE INTEGRATED PAVEMENT MANAGEMENT SYSTEM FOR AIRPORT PAVEMENTS by Jens C. H. Hede, Pavement Engineer, Department of Roads and Airports, RAMBOLL, Bredevej 2, DK-2830 Virum, Denmark Tel: +45 4598 6000, Fax: +45 4598 6700, jhh@ramboll.dk, www.ramboll.com and Jorgen Andersen, Head of Department, Department of Construction, Copenhagen Airports Lufthavnsboulevarden 6, DK-2770 Kastrup, Denmark Tel: +45 3231 2750, Fax: +45 3231 3172, joan@anl.cph.dk, www.cph.dk This paper presents the windows based Pavement Management System for airport pavements, AIRPAVE MANAGEMENT, developed in close cooperation between Copenhagen Airport and RAMBOLL. The overall objective of AIRPAVE MANAGEMENT is twofold; to provide an archive system, enabling the airport authority to handle and keep an easy track of all activity concerned with the maintenance of the pavements and to use all information on hand in the prediction of the timing and type of any future maintenance needs. The archive system ensures that all relevant information regarding the pavements is stored in the same database. In this way the user has an easy access to the historical development/information of the pavements. The most important feature of the system is the more complex approach of describing the condition, which is separated into three condition indices; a structural index, a functional index and an index describing the condition of the wearing course. This approach is deemed necessary for the achievement of a more precise prediction of the type of future interventions. The type of maintenance applied by the system will depend on which of the three condition indices reaches the user defined minimum service level of each particular homogenous pavement section. To get an even better estimate of the actual condition and future development of the pavements the system makes use not only of visual inspections but also of results from a range of objective measurements. The innovative approach of this pavement management system ensures a better estimate of future maintenance and rehabilitation needs on a project level, which is of major importance to any airport authority, enabling them to optimise budget allocations and avoid wasteful planning. Integrated into the PMS program is a Geographical Information System (GIS) which enables a powerful presentation of the many and complex results of the system. Further the GIS is the tool where the archive part of the PMS program (the Management Information System, MIS) is best viewed, as it shows the position and result of any of the information collected. The paper will in closing as a case story present the successful implementation of AIRPAVE MANAGEMENT in Copenhagen Airport, one of the major airports in Europe. BACKGROUND & OBJECTIVES Copenhagen Airport is among the 10 biggest in Europe with some 18.5 million passengers and about 420,000 metric tonnes of freight in 2000 generating about 300,000 aircraft movements. The airport has three runways (in total 9,7 km), 24 major or minor taxiways (in total 28 km) and 106 stands, i.e. in total some 3.0 million m2 of flexible, rigid, composite and semi-flexible pavements. These numbers are increasing yearly as the airport presently is carrying out an impressive expansion programme. The figure below gives an overview of Copenhagen Airport.

TRB Committee AFD10 on Pavement Management Systems is providing the information contained herein for use by individual practitioners in state and local transportation agencies, researchers in academic institutions, and other members of the transportation research community. The information in this paper was taken directly from the submission of the author(s).

5th International Conference on Managing Pavements (2001)

FIGURE 1 Overview of Copenhagen Airport The maintenance and rehabilitation of the pavements in Copenhagen Airport is managed by a small unit in the airport organisation, which for assistance hire in experts from RAMBOLL and other consultancy firms. This constellation has proven highly efficient. Copenhagen Airport has from 1992 systematically conducted detailed surveys of the more important pavements in the airport (runways and major taxiways) by means of visual inspections, measurements with falling weight deflectometer (E-moduli), ground penetration radar (thickness, voids/disintegration), surface profiler (rutting, roughness) and material analysis on drilled cores (material properties). The condition and the trends in the deterioration have been evaluated by observing the changes in the results obtained of these measurements carried out on regular basis, rather than rely on the calculated values. For instance for airfield pavements where the loading characteristics are significantly different from those known for roads, one has to use quite complex design tools in forecasting the service life. These complex models are not yet suitable for pavement management purposes. Relying on the development in the results rather than on the results themselves lead in 1992 to an re-evaluation of the service life of the most trafficked runway in Copenhagen Airport (RWY 04L22R) until major periodic maintenance or rehabilitation is needed. Based on FWD/HWD measurements it was predicted in 1990 that the runway should be rehabilitated in 1992. Based on the development in the results of the measurements we now predict the need of periodic maintenance in the year 2005-2007, even though we still, as the case has been for several years, compute very low residual service lives (even less then one year) when using state-of-the-art backcalculation systems.

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5th International Conference on Managing Pavements (2001)

As the method, developed and managed by RAMBOLL (1), proved successful it was decided to use this as a basis for a pavement management system to assist in the planning of the future maintenance requirements for the whole airport as such. Further it was of major importance to the airport authority that the system would be able to: Make use of the comprehensive data collected for each pavement in the assessment of its condition; Predict in detail the necessary interventions in the future on a project level; and Constitute an archive system assisting the airport authority in their daily work.

RAMBOLL was in 1997 commissioned to implement a pavement management system meeting the above mentioned demands. The first step in this implementation was an investigation of the existing commercial PMS programs. This investigation quickly revealed that the requirements of the airport authority could not be met by purchasing an existing system. The main reason for this was that existing systems mostly only include visual inspections in the determination of the condition and that the condition was described by one index only, often the popular Pavement Condition Index (PCI). PCI is a very useful tool in the overall planning process of maintenance needs of a pavement system (network level) however it does not provide enough information to determine which form of intervention is most suitable in each specific situation (project level). As it was concluded that no existing commercial pavement management system met the client's requirements, it was decided to develop a new system, in close co-operation between Copenhagen Airports and RAMBOLL, specially designed to meet the demands for airfield pavements in general. The system named AIRPAVE MANAGEMENT integrate three systems: Management Information System (MIS); Pavement Management System (PMS); and Geographical Information System (GIS).

The MIS part stores all relevant information in respects of pavement evaluation and condition rating, including pavement structures, results of survey or measurement carried out, and traffic loadings. The PMS part computes the present condition of each homogeneous pavement section and the future performance under alternative maintenance and rehabilitation regimes. The PMS includes M&R catalogue, condition rating and technical and economic performance indicators. The condition and performance of each pavement section is based on the results of the surveys and measurements stored in the MIS. The GIS is the main portal to view the many and complex results of the system and the information stored in the MIS. Additional to providing overview giving maps showing for instance conditions, residual service life, works, pavement structures etc. the GIS shows the position and type of each particular survey or measurement. Due to the direct links between the GIS and the MIS and PMS the user can view the results tables with computed values by choosing the visual elements (for instance a drilled core) on the GIS map. This makes it easy to access any pavement information. A major part of this new system is the assessment of the condition and the description of the performance of the pavements. This will be the scope for this paper. Other features will be reported in later papers. INNOVATIVE FEATURES As mentioned above the development of AIRPAVE MANAGEMENT lead to several new innovative features to meet the demands in managing airfield pavements. Among the more important we would like to mention:

TRB Committee AFD10 on Pavement Management Systems is providing the information contained herein for use by individual practitioners in state and local transportation agencies, researchers in academic institutions, and other members of the transportation research community. The information in this paper was taken directly from the submission of the author(s).

5th International Conference on Managing Pavements (2001)

A three rating system in describing the condition of the pavements; The condition based on the a range of objective measurements; The performance is forecasted based on the development in the measured results; and The optimal maintenance strategy evaluated on several performance indicators.

In addition to these features AIRPAVE MANAGEMENT also allows storage of digital pictures of surface distresses and core samples. Further the system subdivide the pavements into homogeneous sections based to the variations in the results of the measurements. Description of Condition When designing or evaluating a pavement one must investigate both the functional and the structural properties. These two properties cannot in a meaningful way be incorporated into the same index. For instance a pavement which has reached the end of its structural life (i.e. the pavement cannot carry any more aircrafts) might very well still have a good functional condition (i.e. the surface is still even). See also argumentation of Ullidtz, (2). Further experience has shown that interventions have been triggered by damage, which cannot be described as structural damage or functional damage, but simply because the wearing course is too old. This might result in fatigue temperature cracking or ravelling. If not dealt with both might result in an accelerated deterioration in the structural and/or the functional condition. Finally when a pavement has reached a state of deterioration where maintenance is needed, the decision on the most suitable type of maintenance work has to be based on determining which pavement property has reached its critical level (structural, functional). For instance if a pavement shows the need for strengthening (i.e. low structural condition) a thin surfacing is not a suitable solution. The reason is that a thin surfacing only improves the functional property of the pavement, while the structural property would be virtually unaffected (due to the small thickness applied). To make the right decision one thus needs to know both the structural and the functional condition to avoid wasteful planning and unrealistic budget estimates. Based on the above it was decided to operate with three indices in the pavement management system to ensure a sufficient detailed description of the actual condition, which again will ensure a better estimate of the requirements of future maintenance and thus the funding requirements. Besides separating the structural and the functional conditions into two different indices an additional index describing the condition of the wearing course was adopted. The three indices introduced are: Structural Condition Index (bearing capacity); Functional Condition Index (riding quality); and Index for Wearing Course Condition (quality of wearing course).

The structural condition, often referred to as the bearing capacity, indicates how many loads still can be applied to the pavement structure until the terminal condition is reached. The bearing capacity is often calculated using analytical-empirical relationships (mechanistic approach). The functional condition expresses the riding quality for the user. The roughness is of major importance for the user (in this case the airline companies) as the maintenance costs of aircrafts rises as the roughness increases. But also the rutting and the friction have major importance, as deep rutting and low friction will increase the frequency/risk of accidents. A long service life of the pavement is conditional upon the surface continuously preventing water from penetrating into the pavement structure. This requires that the wearing course keeps a minimum flexibility.

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5th International Conference on Managing Pavements (2001)

If each of the above mentioned indices are kept above a given critical level the pavement is expected to possess the properties needed. Whenever one of the condition indices reaches the critical level a suitable maintenance work needs to be carried out. In the table below examples are given for each index of some typical surface distresses at the critical level and some suitable maintenance works. TABLE 1 Typical surface distresses/characteristics and maintenance works to improve each condition index (flexible pavements) Index Structural Condition Functional Condition Wearing Course Condition Example of typical surface damage/characteristic Alligator cracking Longitudinal cracking Rutting Lack of friction High roughness Temperature cracking Ravelling Example of typical maintenance works Overlay Strengthening Rehabilitation Overlay Slurry surfacing Surface sealing Slurry surfacing Overlay

Calculation of Condition The method of evaluating pavement conditions described above does not presuppose a specific formula for the calculation of each index. Local experience should be used, thus ensuring adoption of any specific local conditions. However it must be stressed that the calculation of the indices should not only be based on visual surveys as is common in many existing systems. The distresses visible on the surface of a pavement give an inadequate basis for the evaluation of the structural condition. Experiments have shown, (3), that the first visual cracks in the pavement surface of an asphalt pavement might not occur until the asphalt modulus has decreased by 70-80 per cent of the original modulus, i.e. at a very low structural level. In this case it is obvious that a condition index solely based on visual inspections only gives a misleading description of the actual level of the structural condition, and the required strengthening works might not be planned in time. As regards the functional condition, the roughness has a major influence on the condition. However the roughness is virtually impossible to assess during a visual inspection unless it is quite severe. The same is the case for friction, which is another important functional property. In the same way as for the calculation of the structural condition index, the functional condition index should be based on results from more than just a visual inspection. For the condition of the wearing course the flexibility of the bitumen is of major importance. Many temperature fatigue cracks and loss of aggregates and bitumen in the surface can only indicate the stage of deterioration in the wearing course. A much better description is obtained by conducting material analysis in the laboratory on drilled cores. Here material properties such as penetration and softening point can be determined directly. Such results should be used in the calculation of the condition as well. Thus for the reasons given above any condition rating should be based not only on visual pavement surface inspections but on a range of more objective measurements. However it should be stressed that the visual inspection is an important activity, as the results shall be taken into account when evaluating results of objective measurements to understand deviations in the calculated results; for Falling Weight Deflectometer the presence of cracks are important, many patches can explain high values of the roughness measurement etc. Objective measurements could include the following measurements as these are often carried out in connection with pavement condition surveys:

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5th International Conference on Managing Pavements (2001)

Falling Weight Deflectometer (FWD/HWD); Measure of roughness; Measure of rutting; Measure of friction; and Material analysis on drilled cores.

But the measurements might include any other parameter, provided a deterioration curve or a residual service life can be established. In the table below it is indicated which measurements could be included in the calculation of each condition index. TABLE 2 Calculation of condition indices Primary Measurements Visual inspection Falling Weight Deflectometer Visual inspection Roughness and Rutting Visual inspection Laboratory testing Secondary Measurements Roughness Rutting Falling Weight Deflectometer Roughness Rutting

Condition Index Structural condition Functional condition Wearing course condition

A measurement is considered to be primary when the result can influence the final calculated index significantly. Results from secondary measurements only count for small adjustments in the final index. As stated the condition of each of the indices should be based in investigating the development in the results from the surveys and measurements. Trendlines for the development in each measurement should thus be established. As these trendlines will be adjusted each time a new measurement is carried out the present condition and the future deterioration will continuously be recalculated, ensuring a better and better estimate of the condition. The three condition indices should be calculated for each homogeneous pavement section in terms of pavement structure and condition. Homogeneous sections in terms of the condition is defined as the smallest interval over which the results do not vary significantly, and can thus reasonably be described by an average or percentile etc. This could be done automatically by using mathematical tools such as delineation by the AASHTO cumulative difference approach, (4). Evaluation of Performance The evaluation of the performance should be based on condition indices from several years. Some PMS programs only make use of one year measurements and then project the condition to the critical level. This method is subject to significant uncertainties. Normally the deterioration of a pavement will follow a continuous and smooth curve. The curve can however obtain an accelerated development when approaching its critical level. When several condition indices have been calculated the timing of the future intervention (the residual service life) could be found by projecting the curve as indicated in the figure below.

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5th International Conference on Managing Pavements (2001)

Condition O O O O O O Calculated condition indices

Regression line (deterioration curve)

Timing of intervention
Critical level Time

Actual development

Projected development

FIGURE 2 Timing of future intervention (only one condition is shown) The projection of the condition (the deterioration curve), where several theoretically possible curves needs to be investigated, will be done for each of the three condition indices (structural, functional and wearing course), in the figure only one index is shown. The first of the three deterioration curves reaching its particular critical level determines the timing (and type) of the first coming intervention. Carrying out an intervention will lift up the condition index of that particular condition, but might also have an effect on the other condition curves. In table 1 some works were suggested depending on which of the three indices had reached its critical level. In the table below is indicated the effect on each condition by applying each particular work. TABLE 3 Effect of maintenance work on conditions Structural Functional Wearing course Surface sealing + Slurry surfacing + ++ Ultra thin overlay ++ +++ Overlay + +++ +++ Rehabilitation +++ +++ +++ Note: Negative effect, - No effect, + Minor effect; + + Some effect and + + + As new From the table it is clear that defining a maintenance strategy is a complex task to carry out, as one wishes to take full advantage of the present or applied work. The optimum strategy ensures that when major works have to be carried out, all conditions are at or close to the critical levels. If the condition of the wearing course for instance reaches its critical level in a situation where the residual structural service life is only 3-4 years an ultra thin overlay will not be an optimum maintenance work to apply, as this will have a functional service life of 7-10 years. After 3-4 years the pavement needs strengthening, which will imply adding further layers on top of the existing pavement, thus not making use of the rest of the 4-6 years of the expected functional service life of the previously applied ultra thin overlay. It should be stressed that the condition indices and subsequently the performance curve is non static. Whenever any new survey has been carried out, whether it be visual surveys, measurements

TRB Committee AFD10 on Pavement Management Systems is providing the information contained herein for use by individual practitioners in state and local transportation agencies, researchers in academic institutions, and other members of the transportation research community. The information in this paper was taken directly from the submission of the author(s).

5th International Conference on Managing Pavements (2001)

with Falling Weight Deflectometer or surface profiler etc., all previous as well as the present indices would be recalculated and thus give an improved estimate of the condition and performance. Evaluation of Optimal Maintenance Strategy For each homogeneous section the optimal maintenance strategy has to be chosen. Any number of alternative strategies can be investigated simultaneously. The most optimal strategy is then assessed based mainly on the following economical and non-economical indicators: Net Present Value (NPV); Capital Factor (CF); and Relative User Cost (RUC).

The net present value is the discounted costs of any future maintenance and rehabilitation operations within the user specified analysis period. This is a very common evaluation tool in comparing alternative intervention strategies. The capital factor is included to take into account the performance of the invested capital. The factor is based on the structural residual life at the beginning and at the end of the analysis period respectively, as it is deemed that the structural index is the best indicator of the performance of invested capital. The factor is included to take into account that one might have a significantly deteriorated pavement at the end of the analysis period (although the condition indicators are all above the specified minimum service level) compared to the condition at the beginning of the analysis period. In this case one has eaten of the invested capital through the analysis period. Some times the effect is taken into account by assessing the salvage value of the pavement at the end of the analysis period. This is a valued tool when comparing alternative new pavement structures. For pavements in service however, the present residual service life (i.e. at the start of the analysis period) should also be considered. If the capital factor is less than one, this means that the invested capital has been eaten during the analysis period, i.e. the structural residual life of the pavement is shorter at the end of the period than it was at the beginning. For roads many relationships between pavement characteristics such as roughness, rutting etc. and the cost of the users (vehicle operating costs, VOC) have been established. Of the more important studies one could mention the relationships used in the HDM-4 software (Highway Development and Maintenance), (5). For aircrafts the same imperial studies have not yet been undertaken, thus no relationships have been established. One of the first steps in this could be calculation of the G-force in the aircraft, for which software now has been developed, (6). But this method does not include a model for forecasting the G-force. We have chosen to include a relative measure of the user costs. The area between the actual deterioration curve of the functional condition (where characteristics such as roughness and friction are predominant) and the theoretical maximum condition could meaningfully be considered as a measure of the user costs of the airline company. In this way a relative term of the extra user costs is calculated (compared to a perfect even surface). The authors assess that in the future terms like user cost could be a competitive factor between airports, as the airline companies have an interest in minimising the operation costs by maximising the number of operations with each aircraft until maintenance is needed. The figure below illustrates the decision making between two alternative strategies taking into account the three major performance indicators.

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5th International Conference on Managing Pavements (2001)

100 Functional Condition 80 60 40 20 0 1 3 5 7 9 11 Year 13 15 17 19 ALT 1 ALT 2

FIGURE 3 Decision making between alternative strategies In the figure it is assumed that non of the other indices not shown in the figure (structural and wearing course) reaches their critical values during the analysis period. In the example shown in the figure above the following performance indicators could be calculated. TABLE 4 Performance indicators (related to figure 3) Net Present Value [currency] 63.0 52.4 Capital Factor [ratio] 0.67 1.00 Relative User costs [ratio] 0.45 0.52

ALT 1 ALT 2

The example shows that ALT 2 is the most optimal for the airport authority as this strategy results in the lowest discounted maintenance and rehabilitation costs and the capital invested is kept equal. However for political reasons the authority might choose ALT 1 as this results in less user costs for the airline companies. The example illustrates that selecting the optimal maintenance and rehabilitation strategy is not a simple task as the performance indicators (NPV, CF and RUC) often do not give a clear picture of which of the alternative strategies are the most optimal in the given situation. IMPLEMENTATION OF AIRPAVE MANAGEMET IN COPENHAGEN AIRPORT AIRPAVE MANAGEMENT has been implemented in Copenhagen Airport. The implementation began in 1999, where the first test runs was conducted. Based on the results from these initial runs the program was further developed through 1999 and 2000 to its present level, and final implementation has been finalised. The airport has been geometrically divided into areas and parcels. An area is defined as a separate airport element, for instance RWY 04L-22R. A parcel is a part of an area, for instance the left shoulder of RWY 04L-22R. Copenhagen Airport has been divide into about 60 areas (excluding aprons) and about 280 parcels. As AIRPAVE MANAGEMENT is windows based all entries and results are done or viewed in windows as shown below.

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5th International Conference on Managing Pavements (2001)

FIGURE 4 Examples of windows in AIRPAVE MANAGEMENT During the implementation phase the following tasks needed to be concluded: Geometrical description of the airport elements (areas, parcels, pavement types etc.); Establishment of a maintenance and rehabilitation catalogue (types, costs, effects etc.); Entries of survey results in the databases (visual inspection, E-moduli, roughness etc.); Calculation of homogeneous sections; Investigation of the performance of alternative maintenance and rehabilitation strategies; and Viewing/evaluating the results (budget plans, work plans etc.).

Based on the results of the surveys conducted (visual inspections, Falling Weight Deflectometer measurement, roughness measurements, rutting measurements, friction measurements and material analysis) homogeneous sections have been determined by the system. A Homogeneous section can be a whole parcel or a part of this (typically given by a chainage). To each homogeneous section alternative maintenance and rehabilitation strategies are described and the consequences in terms economy and performance throughout the user chosen analysis period (in this case 20 years) has been computed. Based on this the optimum strategy has been chosen. In the figure below is given an example of the performance (i.e. the development/deterioration in structural and functional indices and in the index of the wearing course) of a homogeneous section of RWY 04L-22R.

TRB Committee AFD10 on Pavement Management Systems is providing the information contained herein for use by individual practitioners in state and local transportation agencies, researchers in academic institutions, and other members of the transportation research community. The information in this paper was taken directly from the submission of the author(s).

5th International Conference on Managing Pavements (2001)

Wearing Couse Rehabilitation

Functional Strengthening

Structural

Rating_WC

Rating_F

Rating_S

100

80 Service Level 60

Overlay

Trendline for functional condition Trendline for condition of wearing course

40

Trendline for structural condition

20

Analysis period
0 07-1993 07-1998 Area Parcel Station from : Station to 07-2003 04L-22R Bane -0.006 0.954 07-2008 Strategy Residual life Capital factor Net Present Value 07-2013 A-4 3.25 0.00 6,123,000 07-2018 07-2023 07-2028 07-2033 07-2038

FIGURE 5 Example of performance curve The results from the system (maintenance works, cost streams, conditions, results from measurements, surface types and budget simulations etc.) can be viewed in user defined tables and figures in different degrees of detail, depending on the needs of the user. Typically all the results can be viewed on the following levels; the whole airport (board presentation), areas and homogeneous sections.

FIGURE 6 Example of standard reports (maintenance costs on airport and area levels and budget simulation) To enable an overall view of the main results a GIS program has been fully integrated with the PMS program. The user can add and remove layers of results to make the user environment he or she wishes. As an example of the GIS presentation the figure below has been included.

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5th International Conference on Managing Pavements (2001)

FIGURE 7 Example of GIS reports (pavement surfaces) Based upon the implementation of AIRPAVE MANAGEMENT in Copenhagen Airport the following results are achieved: Easy access to important historic information of the pavements (pavement structures, surveys conducted and results, maintenance applied); More complex and precise description of the condition of the pavements; Improved estimate of the actual condition of the pavements by the use of a range of objective measurements; Improved estimate of timing and types of future maintenance and rehabilitation needs; Optimum choice of strategy for each homogenous section based on economic as well as noneconomic performance indicators; and Results presented in user defined standard reports or in the fully integrated GIS program.

Results from the use of the system in Copenhagen Airport shows that the condition of the wearing course often is the trigger of interventions. Thus this condition index is, as expected, important when planning maintenance works of airfield pavements. If no problems with friction are experienced the results shows that the functional condition index would only have minor effect on the decisions on maintenance works. For this condition index high ratings would generally be computed. The methodology used in AIRPAVE MANAGEMENT (the three-rating system) has been applied in Copenhagen Airport since the beginning of the nineties. Using this method has resulted in postponing major runway rehabilitation works, thus leading to significant M&R cost reductions. It was based on this successful use that it was decided to implement the methodology into a pavement management system, thus ensuring that the methodology would be systematically applied to the whole airport. It is expected that AIRPAVE MANAGEMENT continuously will be improved to meet the growing demands of airport pavement maintenance and rehabilitation.

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5th International Conference on Managing Pavements (2001)

REFERENCES (1) Korsgaard, Hede, Andersen and Andersen, Evaluation of the Condition of an Airfield Pavement Based on Changes in Yearly Measurements, 5th International Conference on the Bearing Capacity of Roads and Airfields, Norway, 1998 (2) Ullidtz, Pavement Analysis, Elsevier Science Publishers B.V., 1987 (3) Ullidtz, Modelling Flexible Pavement Response and Performance, Polyteknisk Forlag, 1998 (4) AASTHO Guide for Design of Pavement Structures, AASHTO, 1986 (5) Highway Development & Management Manual, HDM-4, version 1.0, PIARC 1999 (6) Gerardi, Runway unevenness best detected by periodic assessment that can unveil hidden bumps, ICAO Journal, October 1999

TRB Committee AFD10 on Pavement Management Systems is providing the information contained herein for use by individual practitioners in state and local transportation agencies, researchers in academic institutions, and other members of the transportation research community. The information in this paper was taken directly from the submission of the author(s).