Pavement Preservation Journal - Summer 2013 - (Page 24)

Integrated System Keeps Fort Collins ‘Asset Smart’ Deighton’s Total Infrastructure Management System (dTIMS) software allows users to compare the projected changes to network condition into the future By Tom Kuennen F ort Collins’ system of integrated asset management is helping that city control costs and program maintenance by combining its varied infrastructure inventories into a single platform. The result will be an integrated pavement, bridge and utility management tool that—among many other things—will overlay sewer condition, water line condition, pavement condition and bridge condition to permit city management to program maintenance and capital projects, and assist it in determining where best to spend the city’s funds. “The great value of the system is that it gives us a clear understanding of the condition of the entire network, be it bridges, pavements, or eventually, utilities,” said Rick Richter, capital projects manager, Engineering Department, City of Fort Collins. 24 The fourth largest city in Colorado, Fort Collins has about 580 miles of streets in its inventory. Fort Collins began data collection on its pavement condition in 1989 but started looking for a more advanced PMS in the late 1990s. “We wanted to get software in which we could input our own condition data and develop our own deterioration curves, rather than using some canned process,” Richter said. “We wanted something Windows-based that would not require a computer programmer to operate. And we wanted GIS. Geographic information systems were in their infancy in 1997 in Fort Collins, but we felt that would become important in the future.” The system selected was the dTIMS infrastructure asset management system from Deighton Associates, Ltd., and the city was able to migrate its eight years of pavement condition data into the new system. The new program gave Fort Collins some new capabilities in forecasting pavement maintenance and preservation activities, although at the time roads were the only asset on the system. “We had a greater ability to determine the process used to predict deterioration of roadways,” Richter said. “Being able to enter our data so the curves and predictions were accurate was a big benefit. The ability to project budgets and perform cost benefit analyses of what treatment to use, when, and how effective it would be, and then project what the pavement condition will be based on various budgets, also was a benefit. We could see what would be needed to maintain a condition, versus what would happen under a constrained budget, and produce both scenarios in View past issues of the Pavement Preservation Journal online at www.naylornetwork.com/fpp-nxt http://www.naylornetwork.com/fpp-nxt

Table of Contents for the Digital Edition of Pavement Preservation Journal - Summer 2013

President’s Message
‘Thinning Up’ Concrete Overlays for Pavement Preservation
IGGA: After Five Years, Colorado CPR Project Holds Strong
Joint Meeting Brings ARRA, ISSA, AEMA to California Desert
At NCAT Preservation Study, Performance Clues Emerge
Integrated System Keeps Fort Collins ‘Asset Smart’
New Alaska Database Aids Treatment Selection
GPR, FWD Analyze Airfi eld Pavements in South Carolina
TPPC: In Texas, Fog Seals Should Last 18 Months
Caution Due in Using MC-30 as Prime Coat
In Nevada, Cold Recycling Preserves I-80
Index of Advertisers

Pavement Preservation Journal - Summer 2013

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