LTPP Profile Variability

FHWA Report No. FHWA-RD-00-113

June 2000

Prepared by:

ERES Consultants and Fugro-BRE

A Division of Applied Research Associates, Inc.
9030 Red Branch Road, Suite 210
Columbia, Maryland 21045

Prepared for:

Pavement Performance Division, HRDI

Federal Highway Administration
6300 Georgetown Pike
McLean, Virginia 22101-2296

Research and Development

Turner-Fairbank Highway Research Center
U.S. Department of Transportation 6300 Georgetown Pike
Federal Highway Administration McLean, Virginia 22101-2296
 FOREWORD

High quality pavement profile data are important to both the LTPP research, and highway agency
pavement management systems. This report documents a study conducted to evaluate the quality
and variability of the longitudinal profile data in the Long Term Pavement Performance (LTPP)
database. The study focuses on LTPP profiles collected between June 1989 and October 1997.
These profiles were visually reviewed for saturation spikes, lost lock, shifted starts, wrong
location, out of study and other equipment-and-operator-related problems. Noted problems are
identified in the report. Repair, replacement, or deletion of these files was completed in
conjunction with this study. Remaining or replaced good profile data were used for analysis of
variability.

T. Paul Teng, P.E.

Director
Office of Infrastructure
Research and Development

NOTICE

This document is disseminated under the sponsorship of the Department of Transportation in the
interest of information exchange. The United States Government assumes no liability for its
contents or use thereof. This report does not constitute a standard, specification, or regulation.

The United States Government does not endorse products or manufacturers. Trade and
manufacturers’ names appear in this report only because they are considered essential to the
object of the document.
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 TABLE OF CONTENTS

CHAPTER 1. INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

CHAPTER 2. DATA QUALITY REVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Saturation Spikes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Lost Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Incorrect Start Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Wrong Test Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Miscalibrated DMI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Out of Study . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Other Sources of Data Variability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

CHAPTER 3. PROFILE DATA QUALITY UPGRADE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Repairable Profiles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Irreparable Profiles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Pending Profiles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Effect of Profile Data Upgrade . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
IRI Variability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
IRI Slope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

CHAPTER 4. RUN-TO-RUN VARIABILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

General Statistical Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Design of Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Data Transformation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Run-to-Run Analysis Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Run-to-Run Variability Results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Effect of Region . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Effect of Pavement Surface Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Effect of Pavement Material Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Effect of Equipment Differences . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Effect of Photocell Initiation Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Effect of Season . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Effect of Time of Day . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Effect of Roughness Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Quality Control Implications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Summary of Run-to-Run Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

CHAPTER 5. VISIT-TO-VISIT VARIABILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

Inflection Point Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Time to Rapid IRI Increase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
IRI Time-History Slopes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
IRI Roughness Level Slopes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Between-Visit Variability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

iii
 TABLE OF CONTENTS (Continued)

Seasonal Effects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Daily Change Effects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Between-Visit Confidence Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Summary of Between-Visit Variability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

CHAPTER 6. ADDITIONAL ANALYSIS RESULTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

Effect of Saturation Spikes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Effect of Shifted Profiles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Effect of Wheelpath Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Effect of Incorrect IRI Coefficients . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Effect of the Number of Runs per Visit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
Effects of Moist and Wet Pavement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51

CHAPTER 7. CONTINUING EFFORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55

CHAPTER 8. RECOMMENDATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
Field Evaluation of Profiles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
Office Review of Profile Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
IMS Database Design and Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Repeatability of K.J. Law Profilometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
Single-Visit Variability Confidence Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
Between-Visit Confidence Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
Calibration of DMI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
Number of Runs in the IMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61

APPENDIX A. DESCRIPTION OF PROFILE PROBLEMS . . . . . . . . . . . . . . . . . . . . . . . . . . 63

Descriptions of Questionable Profiles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
Saturation Spikes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
Lost Lock in Profiles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
Incorrect Start Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
Unreported Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
Unreported Rehabilitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
Testing at a Different Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
DMI Miscalibrated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70

APPENDIX B. RECOMMENDED ACTIONS FOR ADDRESSING

QUESTIONABLE PROFILE DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Saturation Spikes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Lost Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Shifted Profiles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
Miscalibrated DMI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
Unreported Rehabilitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75

iv
 TABLE OF CONTENTS (Continued)

Unreported Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Wrong Testing Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75

APPENDIX C. PROFILE VIEWER DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77

APPENDIX D. PROFILE DATA EXTRACTOR DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 79

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Hardware and System Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Starting the Profile Data Extractor Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Using the Profile Data Extractor Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79

APPENDIX E. SUMMARY OF ALL SATURATION SPIKES . . . . . . . . . . . . . . . . . . . . . . . . 81

APPENDIX F. SUMMARY OF ALL LOST LOCK PROFILE RUNS . . . . . . . . . . . . . . . . . 103

APPENDIX G. SUMMARY OF ALL SHIFTED PROFILES . . . . . . . . . . . . . . . . . . . . . . . . 113

APPENDIX H. SUMMARY OF WRONG TESTING LOCATION DATA . . . . . . . . . . . . . . 125

APPENDIX I. SUMMARY OF OUT-OF-STUDY PROFILE DATA . . . . . . . . . . . . . . . . . . 129

APPENDIX J. SUMMARY OF MISCALIBRATED DMI PROFILE RUNS . . . . . . . . . . . . 131

APPENDIX K. SUMMARY: POSSIBLY UNREPORTED MAINTENANCE . . . . . . . . . . . 135

APPENDIX L. SUMMARY OF UNREPORTED REHABILITATION . . . . . . . . . . . . . . . . . 137

GLOSSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139

REFERENCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143

ADDENDUM&QUALITY REVIEW OF 1997-1999 PROFILE DATA . . . . . . . . . . . . . . . . . 145

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
Methods for Review . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
Profile Data Review . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
IRI Review . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
Profile Review Results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
Saturation Spikes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
Lost Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
Wrong Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
Zero IRI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
Shifted Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
Variable Profiles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148

v
 TABLE OF CONTENTS (Continued)

Unreported Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149

Unreported Rehabilitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
Recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150

APPENDIX M. RESULTS OF SUBSEQUENT DATA REVIEW . . . . . . . . . . . . . . . . . . . . . 151

vi
 LIST OF FIGURES

Figure 1. Effect of upgrade on IRI variability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

Figure 2. Effect of upgrade on IRI slopes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Figure 3. Histogram of IRI coefficients of variation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Figure 4. Cumulative IRI COVs for LTPP database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Figure 5. Regional run-to-run variability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Figure 6. Relationship of IRI with standard deviation of IRI . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Figure 7. Transformed GPS IRI versus standard deviation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Figure 8. Histogram of GPS IRI standard deviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Figure 9. Histogram of GPS transformed IRI standard deviation . . . . . . . . . . . . . . . . . . . . . . . . 19
Figure 10. GPS histogram of normalized IRI standard deviation . . . . . . . . . . . . . . . . . . . . . . . . 20
Figure 11. Regional variability for GPS and SPS sections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Figure 12. Variation among regional surface types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Figure 13. GPS regional IRI variability for pavement material structures . . . . . . . . . . . . . . . . . 24
Figure 14. SPS regional IRI variability for pavement material structures . . . . . . . . . . . . . . . . . 24
Figure 15. Variability of regional profilers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Figure 16. IRI variability from equipment start method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Figure 17. Seasonal effect on regional IRI variability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Figure 18. GPS time series IRI variability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Figure 19. SPS time series IRI variability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Figure 20. Regional IRI variability across roughness level . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Figure 21. Confidence limits for GPS transformed IRI standard deviation . . . . . . . . . . . . . . . . 31
Figure 22. Confidence limits for SPS transformed IRI standard deviation . . . . . . . . . . . . . . . . 31
Figure 23. Histogram of IRI inflection point time by surface type . . . . . . . . . . . . . . . . . . . . . . . 34
Figure 24. Histogram of IRI inflection point time by region . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Figure 25. IRI trends for 60 selected GPS sections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Figure 26. IRI trends for 56 SPS sections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Figure 27. Change in IRI between visits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Figure 28. Seasonal effect on variability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Figure 29. Daily effect on IRI variability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Figure 30. Confidence limits for AC IRI change . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Figure 31. Confidence limits for PC IRI change . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Figure 32. Confidence limits for APC IRI change . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
Figure 33. Effect of spike height on smoothness statistics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Figure 34. Effect of shifted profile start locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Figure 35. Effect of wheelpath wander on AC pavement IRI . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Figure 36. Absolute error in IRI mean with runs per visit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
Figure 37. Effect of surface moisture on average IRI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Figure 38. Unnoted saturation spike in right wheelpath profile from Ontario . . . . . . . . . . . . . . 65
Figure 39. Lost lock in left wheelpath of Illinois site . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
Figure 40. Occasionally intermittent lost lock in North Carolina profiles . . . . . . . . . . . . . . . . . 66
Figure 41. Rapidly intermittent lost lock in Maine profiles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Figure 42. Shifted start for 1990 profiles in Iowa . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Figure 43. Possible unreported maintenance at Minnesota section . . . . . . . . . . . . . . . . . . . . . . . 68

vii
 LIST OF FIGURES (Continued)

Figure 44. Possible incorrectly reported rehabilitation at Indiana section . . . . . . . . . . . . . . . . . . 69

Figure 45. Incorrect testing location at Kansas test section . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
Figure 46. Miscalibrated DMI in Kansas section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
Figure 47. Multi-date view from Profile Viewer software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Figure 48. Multiple-run output from Profile Viewer software . . . . . . . . . . . . . . . . . . . . . . . . . . 78
Figure 49. Master table output from Profile Viewer software . . . . . . . . . . . . . . . . . . . . . . . . . . 78
Figure 50. Source list from Profile Data Extractor utility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
Figure 51. Selected list from Profile Data Extractor utility . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80

viii
 LIST OF TABLES

Table 1. Reparable profile runs in the LTPP database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Table 2. Irreparable profile runs in the LTPP database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Table 3. Pending profile runs in the LTPP database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Table 4. Status of runs with equipment/operator problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Table 5. Categorization of profile problem runs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Table 6. Effect of upgrade on average IRI slope values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Table 7. GPS statistical model results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Table 8. SPS statistical model results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Table 9. Section visits using old and new Profilometers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Table 10. Confidence limits for transformed average IRI standard deviations . . . . . . . . . . . . . 30
Table 11. Statistically different slopes for IRI intervals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Table 12. Summary of wheelpath effect analysis on site 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Table 13. Summary of wheelpath effect analysis on site 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Table 14. Summary of wheelpath effect analysis on site 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Table 15. Effect of incorrect coefficients on IRI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
Table 16. Absolute error for mean IRI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Table 17. Questionable profile characteristics noted . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
Table 18. Profile runs with saturation spikes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Table 19. Profile runs lost lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Table 20. Profile runs with shifted start locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
Table 21. Profile runs tested in the wrong location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Table 22. Profile runs for out-of-study sections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
Table 23. Profile runs with miscalibrated DMI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131
Table 24. Profile runs with possibly unreported maintenance . . . . . . . . . . . . . . . . . . . . . . . . . 135
Table 25. Profile runs with unreported rehabilitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
Table 26. Results of the supplemental profile review . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
Table 27. Profile runs with saturation spikes (1997-1999) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151
Table 28. Profile runs with lost lock (1997-1999) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154
Table 29. Profile runs with shifted start locations (1997-1999) . . . . . . . . . . . . . . . . . . . . . . . . 155
Table 30. Profile runs tested in the wrong location (1997-1999) . . . . . . . . . . . . . . . . . . . . . . . 164
Table 31. Profile runs with IRI values of zero (1997-1999) . . . . . . . . . . . . . . . . . . . . . . . . . . . 165
Table 32. Profile runs with unreported maintenance or rehabilitation (1997-1999) . . . . . . . . . 166

ix
 LIST OF ABBREVIATIONS

AC Asphalt concrete
ANOVA Analysis of Variance
APC AC overay of PC
ASTM American Society for Testing and Materials
BWP Both wheelpaths
CN Construction number
COV Coefficient of Variation
DMI Distance Measuring Instrument
FHWA Federal Highway Administration
GPS General Pavement Studies
IMS Information Management System
IRI International Roughness Index
LTPP Long Term Pavement Performance
LWP Left wheelpath
MS Microsoft
ODBC Open Database Connectivity
PC Portland (Cement) Concrete
QC Quality Control
RCO Regional Coordination Office
RCOC Regional Coordination Office Contractor
RMSVA Root Mean Square Vertical Acceleration
RWP Right wheelpath
SD Standard Deviation
SHRP Strategic Highway Research Program
SPS Special Pavement Studies

x
 CHAPTER 1. INTRODUCTION

The Long Term Pavement Performance (LTPP) program has been collecting profile and
International Roughness Index (IRI) information from more than 2,062 test sections since 1989
using K.J. Law 690DNC optical sensor Profilometers. Analysis of the IRI data has been limited,
but with the increasing distribution of the LTPP DataPave software, this data is seeing increasing
use. In an effort to confirm the quality of LTPP IRI data in the Information Management System
(IMS) database and to document its variability, LTPP initiated an analysis of IRI variability in
September 1997. This report documents the results of that study.

Before the data could be analyzed, the quality of the data needed to be confirmed, the single-visit
and multiple-visit IRI variability needed to be evaluated, and recommendations and confidence
limits needed to be developed for quality control of profile data collection. Although it was
initially conceived as a small part of the analysis, the verification and upgrade of data quality
became the largest effort in this analysis. During visual review, equipment- and processing-
related problems were noted in 14.6 percent of the IMS profiles. Repair and upgrade of 4.5
percent of the IMS data were completed. About 4 percent of the profile runs were noted as
irreparable and were deleted from the database, and nearly 2,800 runs (5.9 percent of the
database) were considered questionable and are awaiting review and reprocessing or deletion by
Regional Coordination Office Contractors (RCOC’s).

Single-visit (run-to-run) variability among the five repeated profile runs at 152.4-m test sections
has been analyzed using confirmed and upgraded IRI values (nearly 90 percent of the values in
the database). This analysis included transforming the data to remove the effect of IRI level on
variability. Several conclusions were drawn based on the study of the effects of pavement type,
testing time, season, region, equipment type, profile initiation method, and surface roughness.
Confidence limits for the expected variability between repeated runs are proposed as a result of
this analysis.

Multiple-visit (visit-to-visit) variability between data collected on different dates was also
studied, resulting in conclusions regarding the effect of daily and seasonal changes on IRI
variability. The presence of inflection points in IRI trends was reviewed. Computed confidence
intervals for the expected yearly change in IRI resulting from equipment, seasonal, wheelpath,
and other random variation were also developed.

Included in this report is a summary of the data quality review findings and upgrade procedures.
Analyses of the run-to-run and visit-to-visit variability are then discussed, followed by a review
of other analysis activities. Confidence limits are then provided, along with recommendations
for use of the results.

1
2
 CHAPTER 2. DATA QUALITY REVIEW

Profile data quality in the IMS database was initially reviewed using IRI variability and slope
values. This review indicated that focusing on outlier IRI values was insufficient to identify all
profile quality problems. As a result, profile plotting software&originally developed for review
of a small portion of select questionable profiles&was used to plot and visually review the more
than 47,000 profile runs in the IMS database.

The initial statistical review of the IRI data in the IMS database indicated that the run-to-run
variability in the left and right wheelpath IRI values was small. Some of these profile sets with
large run-to-run variability exhibited equipment or operator problems; many others did not. In a
review of the visit-to-visit IRI slopes for a given section, nearly 22 percent of the unrehabilitated
test sections exhibited slopes of less than zero for the linear trend of the average IRI. This trend
indicates that the pavements are becoming smoother with age (which is illogical), that there is a
problem with the profile data, or possibly that unreported maintenance is occurring.

To more easily study the reasons for these trends, the Profile Viewer software was developed for
reviewing and overlaying plots of measured LTPP pavement profiles. This software, described
further in Appendix C, allows the operator to select and plot individual left or right wheelpath
runs from single or multiple site visits. IRI values are displayed for each run, and comments
from original data collection are also displayed for review.

Initially, the Profile Viewer software was intended only for review of the outlier section profiles
identified in the IRI variability evaluation. However, after viewing profiles for 77 sections in 5
States and finding problems in 52 sections, it was determined that outlier searches of IRI
statistics did not identify all of the data collection problems revealed in the profile review. Based
on this information, the necessity of plotting and viewing all profile data was evident.

A 2.4-Gb file containing all IMS profile data was downloaded on October 7, 1997, and was split
into Microsoft (MS) Access database files for review. Initially, 9,190 General Pavement Studies
(GPS) profile plots were printed and visually reviewed. Then, 11,650 Special Pavement Studies
(SPS) profile plots were printed. Individual color profiles for the left and right wheelpaths of all
five runs from each section were visually reviewed for consistency and for the presence of
equipment- or operator-related problems. In addition, color-overlaid profiles of the left and right
wheelpaths for the first run from each section visit were reviewed to confirm the testing location
and other discrepancies. This provided the first comprehensive review of the repeatability of the
profiles in the IMS database.

Overall, the LTPP profile database appeared to have good integrity, with profiles and IRI values
that reflect excellent equipment and good collection/processing methods. Many of the runs
completed at one site on the same day overlay each other exceptionally well, giving the
appearance of a single profile line. IRI values exhibit a steady increase in roughness between
consecutive visits for many test sections. However, during the profile review, several types of
questionable profile characteristics also became evident, including the following:
 Unnoted equipment-related saturation spikes.
 Partial and complete lost lock.

3
 Incorrect start location.
 Wrong (unknown) test location.
 Miscalibrated Distance Measuring Instrument (DMI).

Descriptions and illustrations of these questionable characteristics are provided in Appendix A.

Many of these characteristics were described by RCOC profiler operators and data reviewers in
the comments listed in the IMS MON_PROFILE_MASTER table, but others do not appear to
have been noted during field data collection or final evaluation.

Saturation Spikes

Saturation spikes occur as an excess of light is returned to the Profilometer optical sensors,
generally as reflections from the transverse pavement stripes used to mark the beginning and end
of each test section. This typically results in profiles that increase in amplitude from 5 to 75 mm
or more at the location of the spike. Such spikes can be flagged using the LTPP ProQual
software so that they are not included in the IRI calculations. However, the spikes in the older
version (ProQual 1.4) were still included in computation of the other smoothness indices.

All saturation spikes were identified and recorded in the visual review. These included both
those originally edited by RCOC engineers and those identified under the current review. The
presence of edited spikes was determined from an August 1998 download from the IMS
database. Saturation spikes unnoted during the original review accounted for 4.9, 6.6, 1.6, and
1.6 percent (average 3.8 percent) of the site visit data in the North Atlantic, North Central,
Southern, and Western Region profiles, respectively. Saturation spikes in section visit profiles
were 1.8 to 11.5 times (averaging 5.2 times) more common in the left sensor than in the right for
all regions.

Lost Lock

Lost lock occurs when insufficient light is returning to the optical sensors. As a result, the
profile contains only information provided by the accelerometers. The resulting profile is
typically very smooth for compete lost lock and choppy when lost lock is intermittent.

Significant lost lock was noted in profiles from about 3.9 percent of site visits. Rapidly
intermittent lost lock accounts for about 51 percent of the noted lost lock, and occasionally
intermittent or full lost lock makes up the rest. It is possible that the regular short wavelength
chatter noted as rapidly intermittent lost lock could, in some cases, be the result of a loose mirror
in the optical receiver or other system noise.

Regional Profilometers varied in the sensor that exhibits the most lost lock. The North Atlantic,
North Central, and Western Region Profilometers were 1.2 to 2.9 times more likely to exhibit
lost lock characteristics on the right sensor, while the Southern Region Profilometer had 5.3
times more lost lock on the left sensor. Lost lock characteristics were most prominent in the
North Atlantic Region’s Profilometer, with 8.2 percent of its profile runs indicating significant
lost lock.

4
There appears to have been a shift in the North Atlantic Profilometer from primarily producing
lost lock in the left sensor to doing so in the right sensor around September 1994. Prior to that
date, lost lock was identified in the left sensor 5.7 times more than in the right sensor.
Subsequent to that date, right sensor lost lock was 8.3 times more common. This shift was noted
by the RCOC, and attempts to identify and remedy the problem were taken with only limited
success.

Incorrect Start Location

Occasionally, the profiles for individual runs or for a single date do not begin at the same
location as the remaining test dates. This has been noted as a "shifted profile start."

Profile runs where the start location was incorrect but the spatial relation to the true start location
is known are identified in the shifted start categories listed in table 3 and in Appendix G. Shifted
starts, or profile runs shifted more than 5 m, are most common in the North Central (4.9 percent)
and Western (7.2 percent) Regions. The estimated range of shifted profile distances in the
Western Region is 5 to 53 m, with an average distance of 11 m. Western Region GPS section
profile shifts averaged 33 m, and SPS sections with shifts averaged 35 m. The average GPS and
SPS profile shifts for the North Central Region, where present, are 21 and 441 m, respectively.
Shifted profiles for the remaining regions are evident in less than 1.2 percent of section visit
profile runs.

Wrong Test Location

Several profiles in the IMS database for a single date or for consecutive dates do not match those
of previous dates for the same test section. It is evident that they were collected in an unknown
location different from the true section location, and they are categorized as such.

Profiles identified as being in the wrong location are different from those identified as having a
shifted start location because the offset from the true section location is unknown. If the
reviewers had exact knowledge of a shift in profile location, the runs were identified as being in
the shifted start category. The majority of these "wrong location" runs occurred in the North
Central Region, accounting for 1.2 percent of the IMS database.

Miscalibrated DMI

A miscalibrated DMI affects profiles by including too little or too much profile data in a section
profile. Occasions where the DMI appears to be miscalibrated more than 1.5 m in 152.4 m have
been noted.

Miscalibration of the DMI was only found to be a significant problem in the North Central
Region’s profiles, with 3.1 percent of the profile runs being off by 6 to 8 m. All of these runs
were completed in May 1990, April 1995, or June 1995. This indicated that an equipment
problem was experienced, the calibration period was too infrequent, or the calibration test section
was inadequate at those times.

5
Out of Study

Correspondence with RCOC personnel regarding unaccounted-for changes in section profiles

between visits has identified several profiles in the IMS database that were collected after the
section was declared "out of study." This is possible because test section removal from the LTPP
study may occur several years after section rehabilitation, after additional profile collection and
database entry have been completed.

Summary tables listing the noted characteristics related to equipment or operator problems are
shown in Appendixes E through L of this report. Tables 1, 2, and 3 list the number of LTPP test
section profile runs exhibiting each of these critical problems.

Table 1. Reparable profile runs in the LTPP database

Total RCOC noted Additional Total

Region runs spikes spikes reparable
North Atlantic 10,011 96 486 582
North Central 14,604 185 970 1,155
Southern 10,693 0 171 171
Western 11,766 22 183 205
Total 47,074 303 1,810 2,113

Table 2. Irreparable profile runs in the LTPP database.

Region Total runs Lost lock Out of study Total irreparable

North Atlantic 10,011 821 100 921
North Central 14,604 382 70 452
Southern 10,693 542 10 552
Western 11,766 83 30 113
Total 47,074 1,828 210 2,038

Table 3. Pending profile runs in the LTPP database.

Shifted Shifted Miscalib-

Region Total runs start start rated Wrong Total
(>10 m) (5-10 m) DMI location pending
North Atlantic 10,011 105 13 0 48 166
North Central 14,604 534 188 455 366 1,543
Southern 10,693 36 7 0 9 52
Western 11,766 287 558 0 156 1,001
Total 47,074 962 766 455 579 2,762

6
Other Sources of Data Variability

Typically, for a single date, the five profiles from a wheelpath overlaid well for all regions. Poor
profile repeatability was noted in about 10 and 30 percent of the GPS and SPS section visit
profiles, respectively. It was defined as a difference in elevation for repeated runs of more than 3
mm over at least 30 percent of the test section length. Differences in the location of the
measured wheelpath and equipment limitations can contribute to this vertical variability.
Overall, it was identified in about 22 percent of the IMS section visit profiles. However, the
variability seems to have had very little effect on IRI values and was not included in the profile
problems slated for repair or deletion.

A significant amount of the noted vertical profile variations occurred in profiles collected using
the new T-6600 Profilometer. Visual review of profiles collected using the 690DNC and the
T-6600 indicate that good profile repeatability is more commonly obtained using the old
690DNC system.

Although not a profile problem, unreported rehabilitation noted in the review was confirmed with
RCOC’s in an effort to update IMS construction information. Only 115 profile runs (0.2 percent)
were identified as being on a rehabilitated pavement for which the IMS construction number had
not been incremented.

Summary

In summary, about 14.6 percent of the IMS profile run data exhibit equipment- or
operator-related problems. Many of these profiles could be adequately repaired and replaced.
The status of others is pending, requiring additional review of the available profile archives.
About 4.3 percent of the IMS profile runs exhibit irreparable effects of equipment or operator
problems, most notably lost lock. Table 4 categorizes these profile problems.

Table 4. Status of runs with equipment/operator problems.

Region All problems, % Repairable, % Irreparable, % Pending, %

North Atlantic 16.6 5.8 9.2 1.7
North Central 21.4 7.9 3.1 10.6
Southern 7.2 1.6 5.2 0.5
Western 11.1 1.7 1.0 8.5
All regions 14.6 4.5 4.3 5.9

Many of these questionable data were not easily identified using the quality control software and
methods available at the time of collection. There was no ability to overlay profiles from a single
date, nor was there an option to overlay profiles from different visit dates. Without these
options, regional engineers had a limited ability to identify lost lock, spikes, early starts, and
different profiles. As a result, this review is, in essence, a supplemental quality review rather
than a judgment of regional data collection operations.

7
8
 CHAPTER 3. PROFILE DATA QUALITY UPGRADE

To repair, replace, or delete the identified problem profile runs, the Action Plan summarized in
Appendix B was developed. This plan defines criteria for acceptance and rejection of profile
data. It also details the steps necessary for addressing profiles that fall within the repairable,
irreparable, and pending categories. Table 5 provides an overview of the quality upgrade process
and criteria. The methods used and the status of this upgrade are described in this chapter.

Table 5. Categorization of profile problem runs.

Profile problem Repairable Irreparable Pending

Saturation spikes All runs
Lost lock All runs
Shifted profile (>10 m) Replacement data Replacement data Replacement
available unavailable unknown
Shifted profile (5-10 m) All runs
Miscalibrated DMI (>10 m) All runs
Miscalibrated DMI (5-10 m) All runs
Wrong location Replacement data Replacement data Replacement
available unavailable unknown
Unnoted rehabilitation All runs

Repairable Profiles

Profiles that contain saturation spikes can be repaired using the ProQual Version 2.08a software
used in current LTPP profile data processing. This software allows the user to eliminate the
saturation spikes from the profiles during computation of smoothness indices. As a result,
computed IRI values from these reprocessed profiles can be very accurate, since only one or two
data points are eliminated from the profile.

Profiles that do not begin at the correct location can also be reprocessed, using the ProQual
software, when replacement data are available. Initially, all profile runs shifted more than 10 m
were deleted from the IMS and reloaded if reprocessed profiles collected in the correct location
were available. If profiles shifted 5 to 10 m had no available replacement data, or if the DMI was
miscalibrated 5 to 10 m, the IMS profile data were extracted, comments were added, the
Regional Coordination Office (RCO) quality code was reduced to 2, and the IMS profile data
were reloaded.

Profiles collected at an unknown, wrong location were repaired if correct replacement data were
available. For this evaluation, all such profile runs will be deleted from the analysis data set.

Unreported rehabilitation is not related to problems with the profile collection operations.
However, since its identification was facilitated by the visual review of profiles, it is reported in
this evaluation. Repair of this problem requires that the RCO obtain the necessary information

9
and forms from a State or Province to incorporate the maintenance/rehabilitation informationinto
the IMS database.

All profiles listed in Appendix E containing saturation spikes have been extracted from the IMS
database and reprocessed without the spikes. The Profile Extractor software, described in
Appendix D, was used to extract profile data and convert them to a form that can be used by the
ProQual Version 2.08a software. Replacement IMS upload files, archive files, and appropriate
paper files have been compiled for distribution to the RCOC’s for IMS upload.

Lists of shifted profile sections, those with miscalibrated DMI values, and profiles collected in an
unknown location were submitted to the Federal Highway Administration (FHWA) on February
27, 1999, for distribution to RCOC’s. RCOC’s were asked to replace all saturation spike profile
data and, if possible, to review and replace all shifted or unknown location profiles. The
RCOC’s have replaced profile data for many of the shifted profiles. Profiles with miscalibrated
DMI values for the North Central Region have been extracted and appropriate comments added.

Irreparable Profiles

Because of the loss or distortion of profile data input that accompanies lost lock, most such
profiles are irreparable. It is possible that profiles that include rapidly intermittent lost lock
could be filtered to remove those data with only a small effect on IRI. However, such efforts are
not tested or have not proven to be reliable. The option of reducing the quality rating of profiles
exhibiting lost lock was considered and dismissed, and in the interest of preserving database
integrity, all profiles exhibiting lost lock effects have been deleted from the IMS database.

Profiles that were collected in the wrong location and profiles shifted more than 10 m, for which
accurate replacement data are unavailable, are also considered irreparable. Currently, only a few
such data sets have been identified, and they have been deleted from the IMS database.

Irreparable profiles in the IMS database and regional databases were deleted in stages. Initially,
all profile runs exhibiting lost lock and runs that were collected in the wrong location with no
available replacement data were deleted. Lists of confirmed irreparable profile runs were
distributed to RCOC’s in early March 1999 for deletion from the Regional Information
Management System (RIMS) database. As RCOC’s identified additional profile runs for which
replacement data were unavailable, these were also deleted.

Pending Profiles

Although shifted profiles and profiles tested in the wrong location have been identified under this
research, RCOC’s were required to search their archive files to determine if accurate data were
available to replace these runs. For many GPS and all SPS sections, profiles for an entire test
site (which includes several test sections) were collected. In addition to the test section profiles,
regional archives contain profile data collected between test sections. This sometimes contained
replacement profile information for the true test site location that could be resectioned and
reprocessed to replace shifted profile data with profiles from the correct location.

10
All profiles shifted more than 10 m were deleted from the IMS. If replacement data were
prepared by the RCOC’s for shifted profiles, they were reloaded into the IMS as they became
available. Runs with profiles shifted between 5 and 10 m, where replacement data were
unavailable, were extracted from the IMS, a comment was added, and the RCO quality code was
reduced to 2. Again, lists of pending profile runs were sent to the RCOC’s for review, and
response and replacement were completed by September 1999.

Effect of Profile Data Upgrade

Currently, the data upgrade has consisted of reprocessing and reloading to the IMS database of
2,128 runs containing equipment-related spikes and deletion of 1,110 runs with lost lock, tested
in the wrong location, or shifted more than 10 m. The effect of this upgrade on data quality can
be quantified by comparing the data variability and the data trends before and after the upgrade.

IRI Variability

LTPP profiles are typically collected in at least five consecutive runs. The Profilometers
measure surface elevations and compute IRI for the left wheelpath (LWP) and right wheelpath
(RWP). An IRI for both wheelpaths (BWP) is computed as the average of the two wheelpaths.
BWP IRI standard deviations of the five runs in the IMS database following the upgrade
decreased 7.6 percent overall. It was assumed that reduced variability resulted from elimination
of the large IRI variations associated with saturation spikes and lost lock. The coefficient of
variation (COV), or percentage ratio of standard deviation to mean, also improved. A COV of 2
percent is generally considered representative of good repeatable data. The number of sections
with COV values greater than 2 percent decreased by 2.8 percent with a corresponding increase
in sections with COV values less than 2 percent. Figure 1 shows this effect for each wheelpath.

100

90
Before Upgrade After Upgrade
80
Percentage of LTPP test sections

70

60

50

40

30

20

10

0
0 to 2 0 to 2 0 to 2 2 to 5 2 to 5 2 to 5 >5 >5 >5
(LWP) (RWP) (BWP) (LWP) (RWP) (BWP) (LWP) (RWP) (BWP)
IRI coefficient of variation, %

Figure 1. Effect of upgrade on IRI variability.

11
IRI Slope

The slope over time of the mean IRI for each wheelpath of unrehabilitated sections was also used
to identify questionable IRI values and to quantify the effect of the data upgrade. The IRI slope
is defined as the rate of change in average IRI across all visits. A steadily increasing rate is
expected as pavement deterioration progresses. Seasonal, daily, and other testing variability can
result in this rate, or change in IRI over time, being zero or less than zero. Testing in the wrong
location, saturation spikes, lost lock, unreported rehabilitation, and shifted starts can also
significantly change the slope, making analysis of the performance trends difficult. Prior to the
data upgrade, 21.7 percent of the unrehabilitated sections having two or more visits exhibited
average IRI slopes of less than zero. Following the upgrade, the improvement resulting from the
data upgrade is evident, as only 15.8 percent of the sections have average IRI slopes of less than
zero (see figure 2). Summaries of IRI data slopes for each region are provided in table 6. The
North Atlantic Region exhibited the greatest percentage of sections with slopes of less than zero,
and the Western Region has the least.

Table 6. Effect of upgrade on average IRI slope values.

Percentage of sections with an IRI slope < 0

Region Before upgrade After upgrade
North Atlantic 25.1 16.7
North Central 21.1 15.6
Southern 23.1 15.2
Western 18.5 15.9

100

90
Before Upgrade After Upgrade
Percentage of LTPP test sections

80

70

60

50

40

30

20

10

0
<0 <0 <0 0 - 10 0 - 10 0 - 10 > 10 > 10 > 10
(LWP) (RWP) (BWP) (LWP) (RWP) (BWP) (LWP) (RWP) (BWP)
IRI slope for each wheelpath, m/km/yr

Figure 2. Effect of upgrade on IRI slopes.

12
 CHAPTER 4. RUN-TO-RUN VARIABILITY

One main objective of this study is to identify confidence limits for IRI variability between
repeated runs using Profilometer data from the LTPP database. To develop these limits, the
variability of the IRI data in the database was defined. In addition, the effects of pavement type,
equipment, pavement roughness, and other variables were studied. Using this variability
information, effective IRI confidence limits were developed.

IRI variability was determined in three steps. First, outliers were identified using run-to-run IRI
comparisons, visit-to-visit IRI trends, and visual review of profile data. If the causes of these
outliers were anything other than pavement variability, they were removed from the data set.
Next, using the upgraded IRI data, the run-to-run variability was identified using statistical
analysis methods, data processing analysis, and field testing. Finally, confidence limits for
expected variation in future profile data collection were developed. Each of these steps is
described in this chapter, along with a summary of general statistics.

General Statistical Summary

The general statistical results of the variability analysis provide valuable information. COV
values from visits with two or more runs in the updated data set for COV ranged from 0.0 to 32.3
percent, with mean left, right, and average IRI COV’s of 2.3, 2.2, and 1.5 percent, respectively &
indicative of generally good repeatable measurements. Figure 3 indicates the distribution of
COV’s for each wheelpath. Because the IRI from both wheelpaths is the average of the left and
right wheelpath IRI’s, variability is much less for the "both wheelpaths" values.

Shown in figure 4 are cumulative summaries of these COV values. About 60 percent of the left
and right wheelpath IRI COV’s are less than 2 percent, and more than 80 percent of the COV’s
for the IRI average of the two wheelpaths are less than the 2 percent currently recommended as a
quality check in LTPP Directive P-6. Both wheelpath IRI COV values fall below 3.5 percent in
95 percent of the database. At least 95 percent of the left wheelpath IRI COV values are less
than 5.5 percent, and about 95 percent of the right wheelpath IRI COV values are less than 5.2
percent. Figure 4 shows slightly more variation in the IRI values from the right wheelpath. This
may merely illustrate the tendency of roadways to deteriorate more rapidly near the outside
shoulders.

Some regional differences in run-to-run, single-visit IRI variability in terms of COV can be seen
in figure 5. The North Atlantic, North Central, and Southern Region IRI data exhibit very
similar ranges of COV values, with more than 80 percent of average IRI COV values being less
than 2 percent. However, additional variability in the Western Region has kept the percentage of
BWP IRI COV values that are less than 2 percent to only 66 percent of the data. This has
resulted in more section visit data exhibiting COV values greater than 2 percent.

Visual review of the majority of the run-to-run profiles from the Western Region indicated more
vertical variation, or differences in profile traces of consecutive runs. As a result, the profile runs
from a single date do not typically overlay each other as well as in other regions, with a

13
 50

45
Left Wheelpath Right Wheelpath Both Wheelpaths
40
Percentage of LTPP test sections

35

30

25

20

15

10

0
1 2 3 4 5 6 7 8 9 10 >10
IRI coefficient of variation, %

Figure 3. Histogram of IRI coefficients of variation.

100

90
Cumulative percentage of LTPP test sections

80

70

60 Left Wheelpath

Right Wheelpath
50
Both Wheelpaths
40

30

20

10

0
0 1 2 3 4 5 6 7 8 9 10 11 12
IRI coefficient of variation, %

Figure 4. Cumulative IRI COVs for LTPP database.

14
 100
North Atlantic North Central Southern Western
90

80
Percentage of LTPP test sections

70

60

50

40

30

20

10

0
0 to 2 0 to 2 0 to 2 2 to 5 2 to 5 2 to 5 >5 >5 >5
(LWP) (RWP) (BWP) (LWP) (RWP) (BWP) (LWP) (RWP) (BWP)
IRI coefficient of variation, %

Figure 5. Regional run-to-run variability.

subsequent increase in run-to-run IRI variability. This vertical variability is sometimes attributed
to a large amount of transverse pavement profile variability, variations in the collection
wheelpaths, or profile collection equipment problems. Because the variability appears to be
unrelated to the operator, and since the average roughness of the Western Region pavement
sections is not different from other regions, it is possible that slight Profilometer equipment
problems led to the additional run-to-run variability.

Also, profile runs for the SPS sections in the Western Region are shifted longitudinally from
each other much more frequently than profiles from other regions. This shifting is reportedly
attributable to problems with the Profilometer DMI that the Western Region Contractor worked
at repairing throughout much of the data collection period.

Design of Analysis

To identify confidence limits for the collection of LTPP IRI data, a clean data set was prepared.
The upgraded IRI database used in this analysis was modified from the original 1997 IMS
database by deleting all runs exhibiting saturation spikes and replacing them with reprocessed
data files. Also, all runs affected by lost lock, tested in the wrong location, or shifted more than
10 m from the true start location were excluded. No replacement data were available at the time
of analysis for shifted runs that had been reprocessed in the correct location.

Observed interactions between roughness level and IRI standard deviation were then eliminated
through data transformation, and the data were converted to a normal form. Analysis of variance

15
was conducted using 10 fixed variables and 3 random effects. Several significant effects of these
variables were observed and quantified using these models.

Data Transformation

Plots generated for the mean IRI versus the run-to-run standard deviation indicate that, as mean
IRI increased, the standard deviation increased. This trend is shown in figure 6 for the GPS data.
An average increase in standard deviation of 0.008 m/km for each 1 m/km change in IRI was
noted for the GPS data, and an average increase of 0.013 m/km was observed for the SPS data.
The increased variation at SPS sites is probably due to the difficulty encountered in maintaining
the correct wheelpath on rougher sections over the longer distances required for SPS data
collection.

Profilometer operators have reported this trend and its effect on quality control operations for
many years. The past and current LTPP Manual for Profile Measurements(1-3) require
Profilometer operators to more closely check profiles when the COV is greater than 2 percent.
As a result of this trend, the COV was used instead of standard deviation (SD) for quality control
(QC) for run-to-run IRI data. COV values exceed the 2 percent QC limit more frequently for
smooth pavements than for rougher pavements. This can result in excessive review of smooth
pavement profiles and possible insufficient review of rough pavement profiles.

To provide Profilometer operators with a QC statistic that is not affected by pavement roughness
level, transform equations were developed. The IRI data were transformed using Box-Cox
transformations with different powers for left, right, and average wheelpath data on GPS and SPS
sections.

Iterative analysis was used to determine the powers 8a, 8l, and 8r such that the slope of the
regression of the mean and SD of the transformed variables was as close to zero as possible.
Variables used in the analysis were the transformed average wheelpath IRI (tr_IRI_a), the
transformed left wheelpath IRI (tr_IRI_l), and the transformed right wheelpath IRI (tr_IRI_r).
Powers computed for the transformations are:

GPS: 8a= 0.38075; 8l = 0.24665; 8r = 0.2998

SPS: 8a= 0.11535; 8l = 0.08975; 8r = 0.08715

Each of the variables was transformed according to the following equations:

IRI λa −1
tr _ IRI _ a = (1)
λa ( geoIRI ) λa −1

IRI λl −1
tr _ IRI _ l = (2)
λl ( geoIRI ) λl −1

16
 0.30

0.25
Standard deviation, m/km

0.20

0.15

0.10

0.05

0.00
0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5
Average IRI, m/km

Figure 6. Relationship of IRI with standard deviation of IRI.

IRI λr −1
tr _ IRI _ r = (3)
λr ( geoIRI ) λr −1

Where geoIRI is the geometric mean of the IRIs and N is the number of observations:

∑ log IRI
(4)
geoIRI = e N

Even though the section type and wheelpath standard deviations are calculated from different
Box-Cox transformations, these are designed to keep the resulting variables comparable. The
results are typified by the relationship for average IRI of GPS sections shown in figure 7. The
slope of the linear relationship for these data is 0.00005, showing no effect on standard deviation
from the roughness level.

Although these transformed data can be used for quality control, histograms of the standard
deviations of the transformed IRI values indicated a significant skew in the data. To allow for
proper analysis of variance, the transformed IRI standard deviation data were modified with a
natural log (ln) function to achieve a normal relationship between frequency and ln of the

17
 0.30
Standard deviation of transformed IRI

0.25

0.20

0.15

0.10

0.05

0.00
0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5
Average IRI, m/km

Figure 7. Transformed GPS IRI versus standard deviation.

transformed IRI standard deviation. A progression of histograms for the original, transformed,
and normalized standard deviation data is shown in figures 8, 9, and 10, respectively. These
normalized standard deviation data were used in the analysis of the run-to-run and visit-to-visit
IRI data for this variability review.

Run-to-Run Analysis Models

The analysis of the normalized transformed IRI standard deviation data from the upgraded data
set was conducted using the SAS PROC mixed utility. Random variables used in the analysis
included the State, Strategic Highway Research Program (SHRP) ID, and profiler driver. Fixed
variables initially included in the analysis are:

 Pavement type (AC [asphalt concrete], PC [portland cement concrete], APC [AC overlay of
PC]).
 Pavement structure (AC, AC/AC, AC/PC, PC, PC/PC).
 Testing time (3 a.m. to 8 a.m., 8 a.m. to 6 p.m., and 6 p.m. to 3 a.m.).
 Season (winter, spring, summer, fall).
 Region (North Atlantic, North Central, Southern, Western).
 Equipment type (690DNC, T-6600).
 Start method (photocell, manual pendant).
 Roughness level, m/km (low [0 to 1.11], medium [1.11 to 1.56], high [>1.56]).

18
 1200

1000

800
Frequency

600

400

200

0
0

5
5

0
5

e
or
1.

1.

2.

2.

3.

3.

4.

4.

5.

5.

6.

6.

7.

7.
0.
0-

5-

0-

5-

0-

5-

0-

5-

0-

5-

0-

5-

0-

5-

0-

M
0.

1.

1.

2.

2.

3.

3.

4.

4.

5.

5.

6.

6.

7.
IRI standard deviation, 0.01 m/km

Figure 8. Histogram of GPS IRI standard deviations.

1200

1000

800
Frequency

600

400

200

0
5

e
or
1.

1.

2.

2.

3.

3.

4.

4.

5.

5.

6.

6.

7.

7.
0.
0-

5-

0-

5-

0-

5-

0-

5-

0-

5-

0-

5-

0-

5-

0-

M
0.

1.

1.

2.

2.

3.

3.

4.

4.

5.

5.

6.

6.

7.

Transformed IRI standard deviation, x 0.01

Figure 9. Histogram of GPS transformed IRI standard deviation.

19
 700

600

500
Frequency

400

300

200

100

0
-2

-1

e
.7

.6

.5

.4

.3

.2

.1

.9

.8

.7

.6

.5

.4

.3

.2

.1

or
-2

-2

-2

-2

-2

-2

-2

-1

-1

-1

-1

-1

-1

-1

-1

-1

M
Normalized IRI standard deviation

Figure 10. GPS histogram of normalized IRI standard deviation.

 Visit number (1 through 21).

 Construction number (1 through 3).

The statistical models were run initially using main effects and two- and three-factor interactions.
The models were then simplified in stages, where appropriate. The resulting final models
differed for GPS and SPS road segments. Results of the statistical analysis of GPS and SPS
fixed effects are shown in tables 7 and 8, along with the degrees of freedom (DF) and the
probability that the hypothesis of equality is true (Pr > F). The Pr > F values indicate, with
95-percent confidence, that there are significant differences in the first four GPS variables and
the first eight SPS variables.

Run-to-Run Variability Results

The SPS and GPS model results indicate that differences in standard deviation for several
independent variables are significant. In addition, interactions between many of these variables
are significant. These independent variables include the pavement type and equipment types in
GPS sections and the region, pavement structure, start method, and season for SPS sections.
Significant interactions are evident between region and start method, pavement type and
roughness level, region and pavement type, and season and roughness level. (All significance
statements in this report, unless otherwise noted, were developed using the normalized standard
deviation of the IRI for the average of the left and right wheelpaths at a 95-percent confidence
level.)

20
 Table 7. GPS statistical model results.

Main variable Interaction with DF Pr > F

Pavement type 2812 0.0001
Pavement type Roughness level 2812 0.0072
Region Start method 2812 0.0123
Equipment type in each region 2812 0.0340
Region Roughness level 2812 0.1641
Region 57 0.1877
Testing time 2812 0.1899
Construction number 2812 0.3169
Season 2812 0.5047
Roughness level 2812 0.6475
Region Construction number (CN) 2812 0.8189
Start method 2812 0.8557

Table 8. SPS statistical model results.

Main effect Interaction with DF Pr > F

Pavement structure Pavement type * CN 3026 0.0001
Season 3026 0.0003
Region Start method 3026 0.0024
Pavement type Roughness level 3026 0.0061
Region 40 0.0144
Start method 3026 0.0222
Region Pavement type 3026 0.0226
Pavement structure Region * Pavement type 3026 0.0373
Season Roughness level 3026 0.0470
Region Season 3026 0.0496
Region Roughness level 3026 0.0511
Pavement type Season 3026 0.1318
Pavement type 3026 0.1498
Roughness level 3026 0.2750
Equipment type in each region 3026 0.2781
Testing time 3026 0.6428

Effect of Region

For SPS sections, there is a significant difference between regional standard deviations; however,
no significant regional difference was found for GPS sections in the overall model. Summaries
of the GPS and SPS transformed and normalized standard deviations for each region are shown
in figure 11. According to a one-way analysis of variance (ANOVA) with least-squares means,

21
 0.035 -3.5

GPS (original) SPS (original) -3.6

0.030
GPS (normalized) SPS (normalized) -3.7

Normalized standard deviation

Standard deviation, m/km

0.025 -3.8

-3.9
0.020
-4.0
0.015
-4.1

0.010 -4.2

-4.3
0.005
-4.4

0.000 -4.5
North Atlantic North Central Southern Western
LTPP Region

Figure 11. Regional variability for GPS and SPS sections.

the variance of Western Region SPS average IRI values is statistically greater than that of the
other regions. The ANOVA is a procedure for using the variation of the components of a set of
data to judge whether differences in the sample means are statistically significant. This increase
in Western Region IRI values is probably the result of the problems experienced with the DMI
on the Western Region’s original profiler. Statistically, the least variability was found in the
North Central and Southern Regions. Other effects and interactions explain the insignificance of
similar trends in the GPS sections.

Effect of Pavement Surface Type

For this analysis, the LTPP pavement sections were divided by surface type into three
categories&AC, APC, and PC. Figure 12 shows the variability associated with these surface
types in each LTPP region. In GPS sections, the variability associated with AC and APC
surfaces is statistically greater than that associated with PC surfaces. Variability for SPS sections
is numerically, but not statistically, greater for the AC sections than for the PC sections.

The GPS and SPS interactions between pavement type and roughness level are indicative of the
lowest variability in each roughness group occurring in AC pavements. Variances were similar
for APC and PC in the low (0 < IRI < 1.11) and moderate (1.11 < IRI # 1.56) roughness groups,
but were different for the high (IRI > 1.56) roughness group.

22
Effect of Pavement Material Structure

Information in the IMS database allows each pavement section to also be grouped by pavement
material structure into five categories&AC, AC/AC, AC/PC, PC, and PC/PC. In both GPS and
SPS sections, no statistical differences in variability were noted for pavement sections in these
categories. The reason is illustrated in figures 13 and 14, which show no clear relationship
between pavement structure and variability. Across regions for both GPS and SPS sections, the
PC structures generally have the lowest IRI variability. Unrehabilitated AC sections have the
greatest run-to-run variability in SPS sections, and AC overlays of PC pavements show the most
GPS variability.

The SPS interactions noted between pavement material structure and the interaction of region
and pavement type are caused by the close relationship between the pavement surface material
and pavement material structure variables. Its significance, as well as that of pavement material
structure with the interaction of pavement type and construction number, is anticipated, but is not
useful for the analysis.

Effect of Equipment Differences

Each RCOC collected profiles from June 1988 to October 1996 using K.J. Law 690DNC
optical-sensor Profilometers. In the fall of 1996, these profilers were replaced by K.J. Law
T-6600 Profilometers with infrared sensors. The number of GPS and SPS section visits

0.035 0.0

GPS (original) SPS (original) -0.5

0.030
-1.0

Normalized standard deviation

GPS (normalized) SPS (normalized)
Standard deviation, m/km

0.025 -1.5

-2.0
0.020
-2.5
0.015
-3.0

0.010 -3.5

-4.0
0.005
-4.5

0.000 -5.0
C)

)
C)

C)

C)

)
C)

C)

W )
C)
)
C)

PC

PC
PC

PC

(P

(P
(A
(A

(A

(A
(P

(P

(A
(A

(A
(A

S
A

C
A

W
S
N

W
S
A

C
N
N

N
N

Region (pavement type)

Figure 12. Variation among regional surface types.

23
 0.045 0.0
NA (original) NC (original)
0.040 S (original) W (original)
NA (normalized) NC (normalized) -1.0
0.035

Normalized standard deviation

S (normalized) W (normalized)
Standard deviation, m/km

0.030
-2.0
0.025

0.020
-3.0
0.015

0.010
-4.0

0.005

0.000 -5.0
AC AC_AC AC_PCC PCC PCC_PCC
Pavement structure

Figure 13. GPS regional IRI variability for pavement material structures.

0.040 0.0
NA (original) NC (original)
0.035 S (original) W (original)
NA (normalized) NC (normalized)
-1.0
S (normalized) W (normalized)

Normalized standard deviation

0.030
Standard deviation, m/km

0.025
-2.0

0.020

-3.0
0.015

0.010
-4.0
0.005

0.000 -5.0
AC AC_AC AC_PCC PCC PCC_PCC
Pavement structure
Figure 14. SPS regional IRI variability for pavement material structures.

24
conducted by each region is shown in table 9. Insufficient data had been collected using the
T-6600 profilers in the North Central and Southern Regions to allow for statistical comparison.

Table 9. Section visits using old and new Profilometers.

Region 690DNC visits T-6600 visits

North Atlantic 1,640 110
North Central 2,673 2
Southern 1,948 8
Western 2,022 121

Figure 15 shows the IRI variability of each piece of equipment from the four regions. The
Western Region variability associated with the 78 T-6600 visits at SPS sections was significantly
less than that of the 690DNC. This reduction can be related to the improved DMI repeatability
in the new profiler. No difference was noted in the North Atlantic Region between equipment
types based on 36 T-6600 GPS visits and 74 T-6600 SPS visits.

This equipment comparison was not conducted on results from the tests made using each type of
equipment on the same site at the same time. Typically, 1 to 8 years had passed between testing
with the 690DNC and the T-6600. Over this time, transverse pavement variability can change at
a section, disrupting the direct comparison of variability between equipment type. Acceptance
testing of the new T-6600 Profilometers has confirmed the insignificance of the difference in

0.040 0.0
NA (original) NC (original)
0.035 S (original) W (original)
NA (normalized) NC (normalized)
-1.0
S (normalized) W (normalized)

Normalized standard deviation

0.030
Standard deviation, m/km

0.025
-2.0

0.020

-3.0
0.015

0.010
-4.0
0.005

0.000 -5.0
AC AC_AC AC_PCC PCC PCC_PCC
Pavement structure

Figure 15. Variability of regional profilers.

25
IRI output from the two profilers on the same day at the same site. However, additional study of
this comparison can be made in future analyses using the additional data collected by the T-6600
to further study similarities or differences in IRI variability.

Effect of Photocell Initiation Method

Both the 690DNC and the T-6600 were fitted with photocells for electronic initiation of data
collection, and manual initiation of data collection is not currently allowed. However, between
1989 and 1991, operators collected 41 GPS and 19 SPS data sets in the North Atlantic (0 GPS, 1
SPS), North Central (29 GPS, 3 SPS), and Western (12 GPS, 15 SPS) Regions while the
photocells were inoperative. Operators manually triggered the start of data collection for those
sections, sometimes resulting in start location differences of more than 6 m between runs. The
effect on IRI variability was significant for both GPS and SPS sections for the Western Region
and for the GPS sections in the North Central Region.

Figure 16 illustrates these trends. However, because so many more visits were performed using
the photocell, these data sets are quite unbalanced and not appropriate for analysis. Western
Region SPS sections show the greatest increase in variability related to manual initiation, and
GPS sections in the Western Region show the next greatest increase. North Central Region GPS
sections show the only other significant variability increase resulting from manual profile
initiation. Trends for SPS sections in the North Atlantic and North Central Regions are invalid
because only one visit was collected manually in the North Atlantic Region and three were
collected in the North Central Region.

0.05
-0.5
GPS (original) SPS (original)

Normalized standard deviation

0.04
Standard deviation, m/km

GPS (normalized) SPS (normalized)

-1.5

0.03
-2.5

0.02
-3.5

0.01 -4.5

0.00 -5.5
l)

l)

l)

l)
)

)
to

to

to

to
ua

ua

ua
ua
ho

ho

ho
ho
an

an

an

an
(P

(P

(P

(P
(M
(M

(M

(M
W
A

S
N

W
A

S
N

N
N

Region (start method)

Figure 16. IRI variability from equipment start method.

26
Effect of Season

Especially in freezing and moist climates, the season of testing could have an important effect on
variability because of the effects of pavement swelling and frost heave. Analysis of the seasonal
effect was completed by dividing the year into four 3-month seasons. Winter included
December, January, and February. Spring included March, April, and May, and so on.

Shown in figure 17 is a summary of the regional variability within each season. Statistically,
there is no seasonal difference for GPS and SPS sections in the Southern Region. This is
probably the result of not having freezing effects on pavements and base materials. The North
Central Region exhibited significant differences between the spring season and the remaining
seasons for SPS IRI variability. Spring provided statistically more SPS variability in the North
Atlantic Region, and the winter season was more variable than the other seasons for SPS sections
in the Western Region.

Overall, the variability was greater in the spring for sections with the highest level of roughness.
This trend is possibly the result of a greater effect from frost heave and soil swelling on rougher
pavement sections.

Effect of Time of Day

Figures 18 and 19 show the GPS and SPS variability for 10 equal time periods, beginning and
ending at midnight. Although there appears to be more variability in the early morning and
evening hours, this is the result of having large amounts of data in the mid-day fields and very

0.040 0.0
GPS (original) SPS (original) -0.5
0.035
GPS (normalized) SPS (normalized)
-1.0
0.030 Normalized standard deviation
Standard deviation, m/km

-1.5
0.025
-2.0

0.020 -2.5

-3.0
0.015
-3.5
0.010
-4.0
0.005
-4.5

0.000 -5.0
)

)
N p)

N )

W )
u)

)
)

N )
A )

)
p)

u)

p
(W

(W

(W

(W

(F
(F

(F
u

u
p

(F

(S

(S
(S

(S

(S

(S

(S
(S

W
C

W
C

S
A

W
A

S
N
N

N
N

Region (season)

Figure 17. Seasonal effect on regional IRI variability.

27
 0.035 0.0
NA (original) NC (original)
S (original) W (original) -0.5
0.030
NA (normalized) NC (normalized)
-1.0
S (normalized) W (normalized)

Normalized standard deviation

Standard deviation, m/km

0.025 -1.5

-2.0
0.020
-2.5
0.015
-3.0

0.010 -3.5

-4.0
0.005
-4.5

0.000 -5.0
0:00 2:24 4:48 7:12 9:36 12:00 14:24 16:48 19:12 21:36
Military time

Figure 18. GPS time series IRI variability.

0.060 0.0
NA (original) NC (original)
S (original) W (original) -0.5
0.050 NA (normalized) NC (normalized)
-1.0
S (normalized) W (normalized)

Normalized standard deviation

Standard deviation, m/km

-1.5
0.040
-2.0

0.030 -2.5

-3.0
0.020
-3.5

-4.0
0.010
-4.5

0.000 -5.0
0:00 2:24 4:48 7:12 9:36 12:00 14:24 16:48 19:12 21:36
Military time

Figure 19. SPS time series IRI variability.

28
little data in the other fields. Analysis of this data was conducted on data from the three time
periods representing different variability & 3:00 a.m. to 8:00 a.m., 8:00 a.m. to 6:00 p.m., 6:00
p.m. to 3:00 a.m. Time of day for testing had no significant effect on the variability associated
with IRI data collection.

Effect of Roughness Level

To analyze the effect of pavement roughness level on variability, the GPS and SPS sections were
divided into three evenly distributed categories (0 to 1.11, 1.11 to 1.56, and > 1.56 m/km). Since
the IRI means for GPS and SPS sections were transformed to ensure that the level of roughness
did not affect the standard deviation, no significant effect was noted as a result of roughness
level. However, significant interactions were noted with pavement type and season. Also,
significant, with 90-percent confidence, was an SPS interaction of roughness level with region.
The reason for this last interaction is shown in figure 20. Variability was greatest in the high
roughness level for the North Atlantic and Western Regions, but variability was least for the
highest roughness level in the Southern Region.

The SPS interaction of roughness level with pavement type is significant in that variability is
highest for the AC sections at the highest roughness level. However, at the lowest roughness
level, variability is least for the AC sections. Interaction between roughness level and season
was noted because the SPS variability was greater in the spring for the highest roughness level,
but least in the spring for the lowest roughness level.

0.035 0.0
GPS (original) SPS (original) -0.5
0.030
GPS (normalized) SPS (normalized)
-1.0

Normalized standard deviation

Standard deviation, m/km

0.025 -1.5

-2.0
0.020
-2.5
0.015
-3.0

0.010 -3.5

-4.0
0.005
-4.5

0.000 -5.0
NA NA NA NC NC NC S S S W W W
(1) (2) (3) (1) (2) (3) (1) (2) (3) (1) (2) (3)
Region (roughness level)

Figure 20. Regional IRI variability across roughness level.

29
Quality Control Implications

Currently, Profilometer operators are using a COV of 2.0 percent or greater from run-to-run as a
flag for possible data problems. Operators are asked to review any profile data more closely if
the limit is exceeded. This analysis has defined the run-to-run variability for SPS and GPS
sections in the IMS database. An application of that information is in defining levels of
variability that are within a normal limit.

Since the standard deviation of IRI data is affected by the mean IRI level, the required current
practice of using a COV tends to flag very smooth pavements too frequently, and it is less
stringent on rougher pavements. This analysis used a Box-Cox transform to eliminate the effect
of the IRI level on standard deviation. Thus, it is possible to define a standard deviation limit
that is normal across all roughness levels within the program.

Box-Cox IRI transforms can be approximated for GPS sections using the equations (r2 = 0.999):

Left or Right Wheelpaths: IRIT = 0.0463 IRI3 % 0.4472 IRI2 + 1.9819 IRI % 1.5899 (5)
Average Wheelpath: IRIT = 0.0463 IRI3 % 0.4220 IRI2 + 1.8972 IRI % 1.5272 (6)

For SPS sections, the transformed IRI values can be estimated using the equations (r2 = 0.999):

Left or Right Wheelpaths: IRIT = 0.0559 IRI3 % 0.5515 IRI2 + 2.2047 IRI % 1.7238 (7)
Average Wheelpath: IRIT = 0.0570 IRI3 % 0.5488 IRI2 + 2.2011 IRI % 1.7209 (8)

For each of these wheelpaths and section types, the 75-, 90-, 95-, and 99-percent confidence
limits on transformed IRI standard deviations are shown in table 10. Estimated untransformed
standard deviations are also shown in table 10; however, the linear relationship used in this
estimate has an r2 of 0.898. To simplify the quality checks, operators can be instructed to check
all data more closely if the standard deviation of the transformed IRI data exceeds the
recommended confidence limits. Figures 21 and 22 show the standard deviation of transformed
GPS and SPS IRI data and several typical confidence limits. A confidence limit of 90 percent is
recommended. This limit corresponds to an estimated untransformed COV for GPS sections of
2.2 percent and for SPS sections of 3.0 percent. These limits are based on the actual variability
within the LTPP profile database, and they are not affected by the level of section roughness.

Table 10. Confidence limits for transformed average IRI standard deviations.

GPS confidence limits SPS confidence limits

Transformed SD Estimated SD Transformed SD Estimated SD
Mean 0.017 0.018 0.021 0.022
75% level 0.022 0.022 0.026 0.027
90% level 0.032 0.033 0.040 0.042
95% level 0.040 0.042 0.053 0.058
99% level 0.061 0.068 0.087 0.101

30
 0.12
Standard deviation of transformed IRI

0.10

0.08

0.06 99% Limit

0.04
95% Limit

90% Limit
0.02
Mean

0.00
0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5
Average IRI, m/km

Figure 21. Confidence limits for GPS transformed IRI standard deviation.

0.18

0.16
Standard deviation of transformed IRI

0.14

0.12

0.10

0.08 99% Limit

0.06
95% Limit
0.04
90% Limit
0.02
Mean
0.00
0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0
Average IRI, m/km

Figure 22. Confidence limits for SPS transformed IRI standard deviation.

31
Summary of Run-to-Run Analysis

Analysis of run-to-run variability was completed on IRI data collected between 1989 and 1997.
IRI values were recomputed for runs that contained equipment-related spikes. Also, profiles that
exhibited lost lock or that were shifted more than 10 m were excluded from the data set. The
revised data set was transformed to eliminate the interaction between standard deviation and IRI
level. In addition, the transformed IRI data were normalized using a natural log function to
improve analysis accuracy.

Using main effects and two- and three-factor interactions with ANOVA analysis of the average
IRI values, several key findings were identified:

 The average wheelpath run-to-run IRI variances for SPS data collected in the Western Region
are significantly greater than in the other regions. This is probably related to the DMI
problems reported by that region.
 Variances for the IRI of the GPS sections are not significantly different between regions.
SPS data collected in the Southern and North Central Regions have the least variability. The
variability associated with GPS AC and APC sections is significantly greater than that of PC
sections. This may be because rutting in the wheelpaths of AC and APC sections causes
differences in longitudinal profiles measured a few centimeters apart.
 SPS sections exhibit no significant variability difference between AC, APC, and PC sections,
although more variability is found in the AC sections than in the PC sections.
 SPS and GPS variability of the 690DNC and the T-6600 Profilometers in the North Atlantic
Region is not significantly different. The T-6600 variability in the Western Region is
significantly less than that of the 690DNC. However, less than 6 percent of the data from
that region was collected using the T-6600. Insufficient data are available to compare the
variability in the North Central and Southern Regions’ Profilometers.
 Manual triggering of data collection significantly increases the run-to-run IRI variability in
all regions where a sufficient amount of data is available for analysis.
 Overall run-to-run variability is greatest in the spring for SPS sections in the North Central
and North Atlantic Regions. This is possibly a result of the effect of additional moisture or
thawing. Variability for SPS sections in the Western Region is statistically greatest in the
winter.
 The time of day had no effect on variability for GPS or SPS sections.
 Run-to-run variation in IRI for a typical section is less than 2 percent COV. This represents
very good test repeatability.
 A 90-percent confidence limit on the transformed IRI standard deviation is recommended for
field quality control on the IRI average of both wheelpaths. For GPS sections, this
corresponds to a transformed standard deviation value of 0.32; for SPS sections, the value is
0.40.

32
 CHAPTER 5. VISIT-TO-VISIT VARIABILITY

Visit-to-visit IRI variability is associated with the effects of collecting profiles over time, while
run-to-run variability is associated with the five profiles collected during a single site visit. Over
time, the effects of daily temperature changes, seasonal changes, pavement deterioration, and
other factors add additional variability to the run-to-run variability. One objective of the analysis
was to define a time or roughness level inflection point where rapidly increasing pavement
deterioration makes it necessary to increase the data collection frequency. The two main
objectives of the visit-to-visit variability study were to define the effects of the above-stated
factors and to identify confidence limits for expected change in average IRI between profile
collection visits.

Inflection Point Analysis

To achieve the first objective, three approaches were taken. First, the rate at which the IRI
increases with the time since construction or last rehabilitation was studied for various surface
types and regions. In addition, the research team attempted to identify an inflection point in the
IRI time history where the rate of yearly change significantly increases. Following on this
approach, an inflection point associated with the level of roughness where more rapid IRI
increases occurred was also sought. Each of these approaches failed because of the lack of an
apparent inflection point or general trend toward more rapid IRI increases at higher roughness
levels or pavement ages. This result indicated that, in general, the LTPP IRI data change linearly
with time, inhibiting the identification of inflection point trends. However, this linear
relationship helped to make it possible to achieve the two main objectives.

Time to Rapid IRI Increase

The objective of the first inflection point approach was to identify a pavement age associated
with a rapid increase in the rate of IRI changes. This rate increase is important because it could
indicate impending pavement failure and could be used to drive data collection scheduling or
repair planning. Initially, visual analysis of the IRI data indicated that only about 99 (5 percent)
of the 2,035 sections in the upgraded data set show any specific positive inflection point in the
IRI time-history trend. In reality, it is debatable whether several of the sections included in this
list show true inflection points. When the times between last construction or rehabilitation and
these inflection points were compared, the range in time from initial reconstruction to the
inflection points for each pavement type was 7 to 25 years. This is shown in figure 23. The
same large range is seen in the regional data of figure 24, where the range in time from
construction or last rehabilitation to the estimated inflection points was 12 to 25 years.

Even with this reduced data set, the variability in the time to rapid IRI increases is still extremely
large. Thus, it is not possible to determine well-defined guidelines to trigger increasing site visit
frequency or pavement maintenance based on time from last construction or rehabilitation.

33
 50

45 All Pavements
AC
40
PC
35 AC/PC
Percent Frequency

30

25

20

15

10

0
0 5 10 15 20 25 30
Time to IRI inflection point, years

Figure 23. Histogram of IRI inflection point time by surface type.

50

45 All Regions
North Atlantic Region
40
North Central Region
35 Southern Region
Percent Frequency

Western Region
30

25

20

15

10

0
0 5 10 15 20 25 30
Time to IRI inflection point, years

Figure 24. Histogram of IRI inflection point time by region.

34
IRI Time-History Slopes

Another attempted approach to finding conditions where increased testing frequency may be
necessary was to identify specific overall differences in the IRI versus time slope before and after
any perceived inflection point. Initially, this procedure was run on the 99 selected test sections
with promising results. However, further statistical review of all sections indicated that their use
was inappropriate because of the lack of statistically identifiable inflection points in the most
promising data.

In the statistical review, only sites having more than three visits within a construction period and
only the greatest 16 percent of IRI versus time slopes from simple linear regression were used.
The response variable was the mean of the transformed IRI values. Then a quadratic polynomial
was fitted for each of the identified 187 sites. Those with fewer than 4 visits prior to
rehabilitation were omitted, cutting the number of sites to 116. Trends for these sections are
shown in figures 25 and 26. There is obviously an increasing trend for IRI with time for most of
these sections. However, there is little indication of inflection points where the rate of IRI
change increases rapidly. Of these equations, 48 had negative coefficients for the second power
term and 59 equations had negative coefficients for the first power term. Negative coefficients
indicate a decreasing rate of change, rather than a more rapid increase.

Because of the lack of a trend indicating that the IRI increased more rapidly following a certain
time in a pavement’s life, this approach was abandoned. However, it is possible that such a trend
does exist in pavement performance, but that the sections included in the study have not reached
a deterioration level that would allow it to be identified. Another possible reason for the lack of

4.5

4.0

3.5

3.0
IRI, m/km

2.5

2.0

1.5

1.0

0.5

0.0
1/1/89 1/1/91 12/31/92 12/31/94 12/30/96 12/30/98

Figure 25. IRI trends for 60 selected GPS sections.

35
 4.0

3.5

3.0

2.5
IRI, m/km

2.0

1.5

1.0

0.5

0.0
1/1/89 1/1/91 12/31/92 12/31/94 12/30/96 12/30/98

Figure 26. IRI trends for 56 SPS sections.

inflection points is that maintenance efforts have reduced the rapid increase sometimes
associated with increased pavement deterioration.

IRI Roughness Level Slopes

The third approach used to identify trigger values for increased testing frequency was to find an
IRI roughness level where the yearly change in IRI is significantly greater than that of lower IRI
levels. This is based on the assumption that pavements deteriorate more rapidly when they get
rougher.(4) To begin this analysis, the yearly change in IRI was computed using all adjacent
average IRI values for sections that had more than one visit within a construction period. Figure
27 shows the resulting relationship. Because of the significant effect of short site visit intervals
on an IRI rate of change, section visits that were tested less than 6 months apart were not
included in the analysis. Also, 16 visits where the projected IRI was less than 0.5 m/km were
eliminated because of the unreasonableness of the data. The data show a linear trend with a
slope of 5.8 percent per year and a correlation coefficient (r2) of 0.07.

These results do not indicate a significant increase in IRI at a certain level of roughness,
rendering this third approach inappropriate. Although inflection points were not apparent, the
linear trend between IRI level and yearly change in IRI simplified the identification of
between-visit confidence limits. This trend, and the lack of change between regions and
experiment types, allows for the development of confidence intervals for quality control.

36
 1.0

0.8
IRI change from previous visit, m/km/yr

0.6

0.4

0.2

0.0

-0.2

-0.4

-0.6

-0.8

-1.0
0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0
Average BWP IRI, m/km

Figure 27. Change in IRI between visits.

Between-Visit Variability

Differentiating the variability associated with factors such as seasonal effects and daily
temperature changes is difficult when the variability associated with wheelpath location within
the data is unknown. However, seasonal and daily change effects can be isolated somewhat and
evaluated within the 66 LTPP seasonal sections. These PC and AC sections were tested three or
four times each year between 1992 and 1997. In many cases, the PC sections were also tested in
the early morning, mid-morning, and late afternoon to identify the effects of curling on
roughness. IRI values from the five runs at each of these seasonal visits provided a good
estimate of these effects.

Seasonal Effects

Sufficient data was available from the 97 PC seasonal site visits and the 170 AC visits to provide
19 PC and 44 AC segments of 3 or 4 seasons within a year’s time. Fifty-one percent of these
seasonal groupings include data from four seasons. The average yearly IRI change for these
groupings is 0.03 m/km, indicating that the IRI changes across the 5 to 12 months that these
seasonal groups extended was not greatly related to pavement deterioration. This allowed for
analysis of the effect of seasonal variability on IRI.

Within this subset of the LTPP database, the average IRI standard deviation for each visit was
0.014 m/km. This compares well with the standard deviation of the entire data set shown in

37
figure 17. About 95 percent of these seasonal sections are from GPS sections and 80 percent of
these sections are from the North Atlantic, North Central, and Southern Regions. The seasonal
standard deviation compares well with the overall standard deviation of 0.013 m/km for GPS
sections in these three regions, indicating that the seasonal data are representative of all data in
this larger data set.

Standard deviations for the collection of the three and four seasonal visits in these yearly data
sets give an indication of the effect of seasonal changes on expected IRI variability. Shown in
figure 28 are the percentile rankings for the single-season and across-season standard deviations.
They indicate that about 68 percent of the single-visit standard deviations are less than 0.014
m/km. IRI standard deviations between the seasons are about six times greater (0.089 m/km).
The conclusion can be drawn that testing within the same season of the year should reduce the
seasonally related variability by up to six times.

Daily Change Effects

FHWA has asked RCOC’s to collect profiles during seasonal PC section data collection two or
three times in a single day&in the early morning, mid-morning, and late afternoon. This is
intended to capture the effect of slab curling on pavement roughness. The variability within a
single time period versus that of an entire day provides insight into the effect of curling on IRI
variability.

Data used in this comparison include IRI values from 12 seasonal GPS PC sites collected on 32
days. Multiple sets of profile testing were completed on all of these days. When the hours were

0.25

0.2
0.160
Standard deviation, m/km

0.15
1 SD

2 SD

0.1
3- to 4-Season Variability
0.089

0.05
0.028
1-Visit Variability 0.014

0
0 10 20 30 40 50 60 70 80 90 100
Percentile

Figure 28. Seasonal effect on variability.

38
divided into three representative time groups (4 a.m. to 10 a.m., 10 a.m. to 3 p.m., and 3 p.m. to
10 p.m.), there remained 20 days in which two time groups were tested and 7 days when three
time groups were profiled. On 5 days, the multiple sets were collected in the same time group.
If only two groups were tested, one of the groups was the early morning time.

Standard deviations for the individual visits and the daily IRI values are shown in figure 29. For
GPS PC sections in the entire IMS database, the average standard deviation is 0.017 m/km. In
this seasonal data subset, the standard deviation is 0.019 m/km. The standard deviation for all
runs collected at different times of the day is 0.047, compared to 0.019 m/km for the individual
runs collected at a single time. This indicates that an increase in variability of up to 2.5 times is
added to GPS PC sections when tested at different times of the day. Based on this trend, it is
evident that striving to collect profiles from PC sections at the same time of day will reduce IRI
variability, although not as much as by testing during the same season of the year.

Between-Visit Confidence Limits

The linear trend in IRI slope data allows, with additional analysis, the development of
confidence limits for the expected change in average IRI values in consecutive visits.
Differences in this change for SPS and GPS sections and for regional contractors were not
statistically significant. The mean IRI slopes of the AC, PC, and APC pavement types were
significantly different, requiring that confidence limit models be developed for each pavement
type.

A review of the IRI slope data indicated 124 visits where the negative change in IRI between
visits was greater than 0.180 m/km. These visits (2.4 percent of the data set) are outside the 90-

0.25

0.2
1 SD

2 SD
Standard deviation, m/km

0.15

0.1
0.096

0.044 0.045
0.05
Daily Variability 0.022

1-Visit Variability
0
0 10 20 30 40 50 60 70 80 90 100
Percentile
Figure 29. Daily effect on IRI variability.

39
percent confidence interval for yearly IRI standard deviation in the seasonal data set. Because
this seasonal set includes an entire range of variability between runs, at different times of the day,
and across seasons, it seemed reasonable to exclude these visits from the analysis.

For each pavement type, the IRI slopes within 0.5-m/km intervals from 0.5 to > 3.0 m/km were
compared statistically. The slopes for each pavement type fell into three statistically distinct
grouping intervals (according to the Duncan multiple-comparison procedure), shown in table 11.
Mean and standard deviation slope values for each interval provide sufficient information to
develop confidence limits for each roughness level. Data points, mean slopes, and confidence
limits for AC, PC, and APC pavements are shown in figures 30, 31, and 32, respectively. These
were developed using a 95-percent confidence level.

Table 11. Statistically different slopes for IRI intervals.

Grouping1 IRI range, m/km

AC AC/PC PC
A 0.5 to 1.5 0.5 to 1.5 0.5 to 1.5
B 1.5 to 2.5 1.5 to 2.5 1.5 to 2.5
C >2.5 >2.5 >2.5
1
Statistically different at 95-percent confidence level.

Formulas that can be used in quality control software or in manual quality checks are listed
below for each pavement type. These models are considered accurate for AC pavements within
the IRI range of 0.5 to 4.0 m/km, for PC between 0.5 and 3.5 m/km, and for APC between 0.5
and 3.0 m/km. Because of the small denominator, they are not recommended for use when the
time between section tests is less than 6 months.

AC Pavements:

Upper Limit: IRIE = IRIP + )T (0.1984 IRIP % 0.0273) (9)

Lower Limit: IRIE = IRIP + )T (-0.0282 IRIP % 0.0995) (10)

PC Pavements:

Upper Limit: IRIE = IRIP + )T (0.1532 IRIP + 0.0094) (11)

Lower Limit: IRIE = IRIP + )T (-0.1158 IRIP % 0.0686) (12)

AC/PC Pavements:

Upper Limit: IRIE = IRIP + )T (0.3244 IRIP % 0.1538) (13)

Lower Limit: IRIE = IRIP + )T (-0.1158 IRIP % 0.0006) (14)

40
 1.2

1.0
95% Limit
0.8
Change in IRI, m/km/yr

0.6 90% Limit

0.4
Mean
0.2

0.0
90% Limit

-0.2
95% Limit
-0.4

-0.6
0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5
Mean IRI, m/km

Figure 30. Confidence limits for AC IRI change.

1.0

0.8
95% Limit
0.6
Change in IRI, m/km/yr

90% Limit
0.4

0.2
Mean
0.0

-0.2 90% Limit

-0.4 95% Limit

-0.6
0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5
Mean IRI, m/km

Figure 31. Confidence limits for PC IRI change.

41
 1.0
95% Limit
0.8 90% Limit

0.6
Change in IRI, m/km/yr

0.4
Mean
0.2

0.0

-0.2
90% Limit
-0.4
95% Limit
-0.6
0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5
Mean IRI, m/km
Figure 32. Confidence limits for APC IRI change.

Where:

IRIE = Expected IRI, m/km

IRIP = Previous IRI, m/km
)T = Time since previous visit, yrs

In contrast to the ±10 percent limit currently used to check for expected IRI values, these
confidence limits adjust for the different variability and IRI changes associated with different
roughness levels. Between IRI levels of 0.75 and 3.5 m/km, the AC confidence limits
correspond to average allowable yearly reductions of 8.6 percent and allowable increases of 18.2
percent. For PC sections, the average allowable reduction and increase are 10.7 and 15.9
percent, respectively. Finally, the allowable yearly reduction for APC sections is 11.6 percent,
with an allowable increase of 23.5 percent.

These limits are intended to provide guidelines for future profile data collection. IRI changes
outside the upper limits are not unreasonable; however, changes below the lower limits may
indicate problems in data collection or unreported maintenance or rehabilitation. These
confidence levels should be used as a quality control guide. If limits are exceeded, it is
recommended that the newly collected profiles be reviewed and compared with profiles from
previous visits. Also, the pavement section should be visually surveyed to identify changes in its
condition.

42
Summary of Between-Visit Variability

Through this analysis, researchers have drawn several conclusions that can be applied to the
future collection of profile data. Several of the previously discussed key findings are provided
below:

 Linear trends in the LTPP IRI data currently prohibit the identification of inflection points for
development of incremented collection frequency guidelines.

 IRI standard deviations associated with seasonal effects are about 0.089 m/km. This is about
six times the variability of the single-visit standard deviations for the same data.

 Daily cycling of IRI roughness on PC sections results in an average standard deviation of

0.047 m/km for the PC GPS seasonal sections in the LTPP database. The individual standard
deviation for these sections at each time of day is 0.019 m/km. This indicates that the
increased standard deviation typically associated with daily cycling of PC pavement sections
is up to 0.028 m/km.

 Confidence limits for AC, PC, and APC pavements have been developed using the data from
the LTPP database. These limits can be used as quality control checks for future profile data
collection.

43
44
 CHAPTER 6. ADDITIONAL ANALYSIS RESULTS

In addition to the visual review and statistical analysis, data processing analysis and field testing
have been conducted. Since unreported saturation spikes have been identified on 1,810 test site
profile runs, the effect of unedited saturation spikes on IRI using spikes of various amplitude was
analyzed.

The shifting of profiles more than 5 m from the true 152.4-m location was also noted on 1,728
test site profile runs. Using PC and AC pavement sections ranging in IRI from 0.85 to 2.34
m/km, the effect on IRI of profile location shifts up to 15 m was also evaluated.

Variation of wheelpath location was also reviewed. Since no information is available regarding
the effect of transverse vehicle location on IRI, field testing was completed on three sections with
an IRI ranging from 1.18 to 2.87 m/km. The location of the profile sensors was shifted 0.3 m to
the left and right of the wheelpath location, and IRI variability was summarized. The results of
these and other analyses are described in this chapter.

Effect of Saturation Spikes

The effect of the unreported saturation spikes (noted in profiles from about 5 percent of the
section profile runs) on IRI and other smoothness indices is unknown. To document this effect,
spikes of various amplitudes were inserted at the start of the profile for Illinois section 5217
collected on June 15, 1991. The IRI average for both wheelpaths when no spikes were present
was 2.4 m/km. Figure 33 shows the effect of spikes with amplitudes of 5 to 75 mm.

30 600
Average IRI
RMSVA 4
Percent change in IRI, RMSVA, and MO

25 500
RMSVA 16 Percent change in Slope Variance
Mays Output
Slope Variance
20 400

15 300

10 200

5 100

0 0
0 10 20 30 40 50 60 70 80
Start spike height, mm

Figure 33. Effect of spike height on smoothness statistics.

45
The relationship between spike amplitude and IRI is nearly linear, with a 1.8-percent increase in
average IRI for every 5-mm increase in spike amplitude. Average effects on slope variance
values are much more dramatic, with a 24-percent increase for every 5-mm spike height increase.
Other smoothness statistics are less sensitive to the presence and amplitude of spikes. For each
5-mm increase in spike height, the average increases in Root Mean Squared Vertical
Acceleration (RMSVA) with a 1.2-m (4-ft) baselength (RMSVA 4), RMSVA 16 (4.9-m
baselength), and Mays Output were 1.0, 0.5, and 1.0 percent, respectively.

This evaluation shows that the effects of spikes in the typical 12- to 75-mm range on IRI and
other smoothness statistics can be dramatic, and it reinforces the importance of not including
saturation spikes greater than 5 mm in profile smoothness statistics computation from profiles in
the LTPP database.

Effect of Shifted Profiles

The problem of shifted profile start locations is particularly important given that about 3.6
percent of the LTPP section profile runs are shifted more than 5 m. IRI values ranging from 0.5
to 4.5 m/km were computed for 25 AC and PC SPS sections. The start and end locations of each
profile were shifted backward 15, 12, 9, 6, and 3 m, and the IRI values were recomputed on the
shifted profiles. Comparing the IRI values for the shifted profiles with those of the original
profile, it was noted that the difference from the true IRI value ranged from 0 to 28 percent.
Figure 34 shows the results of this analysis. The importance of testing a section at the same
location is evident. For profiles shifted 12 m, normalized statistics indicate that about 70 percent
of the shifted IRI values were within 5 percent of the true IRI.

30

25
Mean and Standard Deviation
Percent difference from true IRI, %

20 Range Shown

15

10

-5

-10

-15
-20 -15 -10 -5 0 5 10
Shift from true start location, m

Figure 34. Effect of shifted profile start locations.

46
For profiles shifted 15, 9, 6, and 3 m from the original location, about 70 percent were within
7.0, 3.8, 3.0, and 1.9 percent, respectively.

However, the average effect on IRI from shifted profiles is negligible because the profile sections
added or deleted from the beginning and end of the true profile location can be smoother or
rougher than the true section. A random selection results in no average IRI change.

For quality control, the data indicate that profiles shifted up to 3 m can be expected to be within
3.7 percent of the true IRI values in 95 percent of the data. This is well within the effect of
seasons on IRI variability. However, profiles shifted more than 3 m can be expected to greatly
affect the IRI values and should be avoided.

Effect of Wheelpath Location

No definitive evaluation of the effect of the transverse location (i.e., wheelpath location) of
testing longitudinal profiles has been completed by FHWA. It has been FHWA policy to allow
the LTPP Profilometer operators to visually define the wheelpath location to be tested at each
visit. This has raised questions about the effect on IRI if different operators in different years
measure the profiles in a slightly different wheelpath location.

To help study this effect, in February 1998, the Texas Department of Transportation assisted in
the location and marking of three AC test sites of different roughness levels. Sites 1 and 2 are
located on westbound SH 71, approximately 31 km east of Interstate 35 in Austin, Texas. The
third site is on Pope Bend South Road, a service road adjacent to sites 1 and 2 in the westbound
direction. Air temperatures were between 22 and 26°C, and the skies were clear to partly cloudy.
Five repeat runs were made at each site for the center of the wheelpaths and 300 mm left and
right of the center using the Southern Region’s K.J. Law T-6600 Profilometer.

Figure 35 shows the average of five runs for each site and wheelpath location. Shifting
transverse location left or right 300 mm for smooth, medium, and rough AC pavement sites
resulted in average left and right wheelpath IRI changes of 7.1, 15.3, and 4.0 percent,
respectively. Tables 12, 13, and 14 list the results of ANOVA and Tukey multiple comparison of
average values analysis. The ANOVA indicated that, for each site and wheelpath, there is a
significant difference between one or more of the shifted profile IRI values. P-values listed on
these tables all indicate good statistical results. Mean values for each location are shown in the
tables, along with the Tukey significance-level groupings defining data sets that are significantly
different. Based on the mean and variability of the five runs left, right, and center of the true
wheelpath, these significance-level groupings identify locations where the IRI values are
statistically the same. For example, in the left wheelpath of site 1, there is no significant
difference at the 95-percent confidence level between runs taken at the center of the wheelpath
and 300 mm to the right of center. However, the IRI values measured 300 mm left of center are
significantly greater.

47
 4.0

3.5

3.0
IRI average of 5 runs, m/km

Test Site 3
2.5

2.0
Test Site 2

1.5

1.0
Test Site 1

0.5
Left Wheelpath Right Wheelpath
0.0
300 mm left Center 300 mm right 300 mm left Center 300 mm right

Figure 35. Effect of wheelpath wander on AC pavement IRI.

Table 12. Summary of wheelpath effect analysis on site 1.

Left wheelpath Right wheelpath Both wheelpaths

Left Center Right Left Center Right Left Center Right
Mean IRI 1.179 1.109 1.114 1.378 1.278 1.282 1.279 1.194 1.198
1
Level A B B A B B A B B
p-value 0.0001 0.0001 0.0001
1
Significance-level groupings.

Table 13. Summary of wheelpath effect analysis on site 2.

Left wheelpath Right wheelpath Both wheelpaths

Left Center Right Left Center Right Left Center Right
Mean IRI 1.420 1.641 1.683 1.176 1.420 1.352 1.298 1.530 1.51
Level1 B A A B A A B A A
p-value 0.0014 0.0002 0.0001
1
Significance-level groupings.

48
 Table 14. Summary of wheelpath effect analysis on site 3.

Left wheelpath Right wheelpath Both wheelpaths

Left Center Right Left Center Right Left Center Right
Mean IRI 2.466 2.421 2.556 3.433 3.235 3.101 2.950 2.828 2.828
1
Level B B A A B C A B B
p-value 0.0003 0.0001 0.0002
1
Significance-level groupings.

Site 2 IRI values from runs 300 mm right of and in the center of the left and right wheelpaths are
significantly greater than those collected 300 mm left of the wheelpath center. Additional
differences are evident between shifted wheelpaths for rough AC site 3.

When grouped together, the IRI standard deviation from both wheelpaths of the two shifted and
one true location was 0.041 m/km for site 1, 0.125 m/km for site 2, and 0.068 m/km for site 3.
This compares with standard deviations for the true wheelpath location of 0.099 m/km for site 1,
0.098 m/km for site 2, and 0.030 m/km for site 3. The increase in standard deviation resulting
from wheelpath wander is about 0.032 m/km for each site. This rather consistent change in
standard deviation makes it even more critical that the wheelpath be followed on both rough and
smooth pavements, because the magnitude of variability change relative to the IRI mean is
greater in smoother pavements. Significant differences between the grouped and true average
IRI data were only noted for the smooth site 1.

A conclusion that can be drawn from this analysis is the need to better control the location of the
profile sensors from run to run and for between-site visits. As operators change from year to
year, and even as single operators are unable to match the same wheelpath on repeat runs,
additional variability is added to the data, making it more difficult to draw meaningful
conclusions.

Technology is available to improve the repeatability of the wheelpath testing location between
runs and operators and should be investigated. For example, the Transportation Research
Laboratory in the United Kingdom has used a light-emitting diode (LED) system to tell operators
whether or not they are in the wheelpath. This system used a video camera display of the
lane-shoulder stripe as a baseline and provided an array of red and green lights to alert operators
to the profiler’s position relative to the estimated wheelpath. Reported driver distraction and the
use of a new rut bar that fills the entire lane width resulted in this system being discontinued.
However, a head-up display or audible system output may be applicable to LTPP operations.

Effect of Incorrect IRI Coefficients

During the development of the Profile Viewer software, it was discovered that the coefficients
used in computing IRI for ProQual 1.4 and early ProQual 2.0 versions were not correct. The
PR1 coefficient used in ProQual 1.4 was 0.0030962100 instead of the 0.0013096210 value
recommended in the World Bank 45 report.(5) All coefficients for the early second releases of
ProQual (2.0 through 2.06) use the same spacing-related coefficients included in ProQual 1.4,
although the spacing for the new profilers is 150 mm instead of 152.4 mm.

49
The effect of the coefficient difference in version 1.4 was analyzed by Soil and Materials
Engineers, Inc. in November 1997. Average IRI values for these four sites ranged from 0.7 to
2.2 m/km. Observed left and right wheelpath IRI differences from the correct IRI ranged from
0.04 to 0.95 percent. Table 15 presents the results of this comparison. Because of the small
magnitude of the error, correction of the data was not recommended.

Table 15. Effect of incorrect coefficients on IRI.

IRI, m/km IRI, m/km

Site
Version 1.4 coefficients True coefficients Percent difference
Number
Left whp. Right whp. Left whp. Right whp. Left whp. Right whp.
1 0.7169 0.6782 0.7238 0.6837 0.95 0.80
2 1.8705 1.8371 1.8741 1.8465 0.19 0.51
3 2.0079 2.2943 2.0108 2.2933 0.14 -0.04
4 1.7995 1.6865 1.8028 1.6893 0.18 0.17

Stantec, Inc. completed an informal analysis in October 1997 of the effect of the 152.4-mm
coefficients used in versions 2.0 through 2.06. Again, the range in IRI difference was in the 0- to
1-percent range. No analysis of either of these effects was completed for this study.

Effect of the Number of Runs per Visit

The effect of the number of runs per visit (number of repeat measurements of IRI per visit) on
the closeness or agreement between the measured mean IRI and the true reference value (i.e.,
population mean) was evaluated as part of this study. This was done using analysis and
procedures based on the central limit theorem, which states that:

If random samples of n measurements are repeatedly drawn from a population with a finite
mean, µ, and a standard deviation, F, then, when n is large, the relative frequency histogram for
the sample means (calculated from the repeated samples) will be approximately normal with a
mean, µ, and standard deviation, F/n0.5.

The central limit theorem thus implies that if the number of mean IRI values (calculated from
different sample sizes) is large enough, the distribution of mean IRI will be normal. Basic
characteristics of the normal distribution curve shows that 95 percent of the sample means will
be within 1.96 times the standard error (F/n0.5) of the overall mean IRI, which is the average
value of all the sample means calculated.

We would also expect that, for any given combination of number of visits and runs per visit for
which a mean IRI is calculated, the mean sample IRI will be within 1.96F/n0.5 of the population
mean, µ. The closeness in magnitude of sample and population means depends on the magnitude
of 1.96F/n0.5. We will call this value the absolute error. When the absolute error is zero, this
implies that the sample mean is equal to the population mean. The procedure used to assess the
effect of sample size on absolute error for the left, right, and average wheelpath data was as
follows:

50
1. Categorize data into visits where five runs of IRI measurements were obtained. (Only data
from visits where five runs of IRI data were available were used in the analysis.)

2. From the data obtained in step 1, randomly select sample sizes of two, three, four, and five
IRI measurements.

3. For a given sample size, or number (n) of IRI measurements, calculate the IRI mean and
standard deviation. For example, if we have 10 sets of data with 2 IRI measurements in each
set, the objective is to compute XM1 to XM10 and F1 to F10 (XM = mean of variable X, F =
standard deviation).

4. Determine the mean of all the standard deviations obtained in step 3, i.e., FM2 = mean (F1, F2,
F3<<< F10), FM = mean standard deviation.

5. Repeat steps 3 and 4 for the randomly selected samples with three, four, and five runs or
observations.

6. Using the results from steps 3 through 5, estimate 1.96FMi/n0.5 for i = 3, 4, and 5.

The results of this analysis are shown in table 16 and figure 36. They show clearly that there is a
decrease in absolute error as the sample size increases from two to five. The maximum
difference in absolute error among different sample sizes (number of runs) for the different
wheelpaths was 0.02 m/km. This is a relatively small value, given that the mean IRI value for all
of the data was 1.41 m/km. The difference in mean IRI when two runs instead of five are
collected is on the order of 1.4 percent.

Table 16. Absolute error for mean IRI.

Number of runs Left Right Average

per visit wheelpath error wheelpath error wheelpath error
2 0.060445 0.061901 0.041808
3 0.05456 0.054789 0.040453
4 0.046788 0.046608 0.034191
5 0.041971 0.041186 0.030185

The advantage of maintaining profile data from at least five runs for a site visit is confirmed by
this analysis. However, in the event that one or two runs need to be removed from the database
during quality review, only a small amount of additional error will be included in that data set.

Effects of Moist and Wet Pavement

The 1999 LTPP Manual for Profile Measurement(3) indicates that it may be possible to collect
surface profiles on damp pavement. To further study the effects of damp pavement on IRI, the
North Central Region Profilometer was run over AC section 7040 in Nebraska on May 6, 1999,
immediately following a short rainstorm. The pavement surface was wet, and passing truck tires

51
were throwing up water spray, but there was no standing water. Forty-five minutes later, during
the second test, the pavement surface was still damp; however, truck tires were not picking up
spray. Finally, after 1.3 h, the pavement was tested again. The wheelpaths were dry as a result
of traffic and had changed to a lighter color.

0.07

0.06
Absolute error in IRI mean, m/km

0.05

0.04

0.03
Left Wheelpath
0.02 Right Wheelpath
Average Wheelpath
0.01

0
0 1 2 3 4 5 6
Number of runs per visit

Figure 36. Absolute error in IRI mean with runs per visit.

The results of seven repeat runs under these conditions are shown in figure 37. IRI values for
testing on wet pavement are significantly greater due to equipment-related spikes in the profiles.
Also, comparing profiles collected at 25-mm intervals indicates that elevation differences
between wet and dry pavement are on the order of 2 to 3 mm. Typical elevation differences for
the same data filtered with a 300-mm moving average are in the range of 0.5 to 1 mm.

These results indicate that the recommendation in the manual is appropriate & that good IRI data
and profiles can be collected on damp pavement. Water on a pavement surface greatly affects
profiles collected using the T-6600 Profilometers, and extreme care should be taken to ensure
that damp pavements have no effect on collected profiles. This can be achieved by overlaying
profiles from consecutive visits and by evaluating the change in IRI.

52
 3.0

Wet IRI
2.5 Damp IRI
Dry IRI
Average IRI, m/km

2.0

1.5

1.0

0.5

0.0
1 2 3 4 5 6 7
Run number

Figure 37. Effect of surface moisture on average IRI.

53
54
 CHAPTER 7. CONTINUING EFFORTS

Regional contractors deleted bad profile data, replaced spike data, and reprocessed and replaced
profiles tested in the wrong location by September 1999. Because the data set used in this
analysis contains IMS profile data loaded prior to October 1, 1997, a 2-year set of IMS profile
data was not reviewed under this analysis and was not reviewed using new quality control
methods. An evaluation of the new data began in September 1999. That evaluation identified
several additional problems, which are listed in Appendix M. These data should be deleted,
reprocessed, and replaced by September 2000.

New quality control methods were implemented for LTPP profile data collection in January
1999, based on the recommendations of this study. Several other methods and software tools
may also be implemented following this research.

Two software products were developed in conjunction with this project & Profile Viewer and
Profile Extractor. These tools may be available for regional use, after modification, to assist with
quality assurance. The North Central Region also developed a third software tool (DejaView) for
improved quality control and data review by Profilometer operators and RCOC reviewers. This
tool overlays current and previous profiles, displays IRI histories, identifies spike locations,
checks for compliance with American Society for Testing and Materials (ASTM) E 950, and
allows for detailed inspection of shifted profiles and DMI miscalibration. The characteristics of
this tool may be incorporated into the LTPP ProQual software to provide more efficient,
thorough quality control of profile collection.

55
56
 CHAPTER 8. RECOMMENDATIONS

Several quality control (QC)-related recommendations have surfaced during this analysis. The
recommendations include improved methods for field evaluation of profile data quality,
confidence limits for IRI values for consecutive runs, and confidence limits for the expected
yearly change in IRI. In addition, suggestions for RCO review of profile data are provided, a
recommendation on the number of runs to be tested is made, and suggestions for further
improvement of the Profilometer equipment are provided.

Field Evaluation of Profiles

Suggested recommendations regarding quality control for profile data collection are listed below.
Several of these items have already been implemented or are scheduled for implementation:

 Operators should visually review overlaid plots of each test section prior to leaving the
location of the site. Items to be looked for include those listed in Appendix A. Locations of
spikes should be shown clearly on these plots. The option to quickly zoom into the profiles
at the start and end of the section or at any location of interest is also needed for analysis of
spikes and DMI calibration.
 Operators should have a visual history of the left and right wheelpath IRI values&past and
present IRI values for each section at the time of testing. This helps to identify variability
related to season and time of day.
 Operators should have automated software to check the confidence limits for run-to-run
comparisons developed under this analysis.
 Operators should have automated software to check the confidence limits for expected yearly
change in IRI. If the limits are exceeded, the operator should review all other profiles,
statistics, and the pavement surface to ensure that no equipment- or operator-related problems
are present.
 Operators should have software that allows for immediate review and overlay of current and
previous test section profiles.
 Timeliness is critical to the efficiency of field review of the profile data. Therefore, field QC
software must be intuitive in presenting its results, eliminating unnecessary repetitive
operations and not requiring excessive amounts of time for data retrieval and database
upkeep. For example, utilities can be written to extract all information needed for past
profile and IRI history database files from the IMS or from RIMS uploaded files.
 Operators in the North Atlantic and North Central Regions should consider avoiding profile
collection in the early spring and should more carefully review profiles from this time period
to ensure good-quality data.
 Unreported section maintenance and rehabilitation make analysis of smoothness trends very
difficult. Since Profilometer operators generally visit test sites more frequently than other
data collection crews, it is recommended that the operators use photos, video, small site

57
 maps, or other methods to report the presence of new maintenance and rehabilitation
operations.

Office Review of Profile Data

If field review is adequately completed, new problems identified in RCOC office review should
be minimal. Recommended procedures for office review are similar to those for the field
operators, with a few additions. Most of the following procedures have been, or can be,
automated to improve efficiency and accuracy:

 Visual review of overlaid left, right, and center profiles from all runs.
 Visual review of overlaid current and previous profiles.
 Visual review of mean left and right wheelpath IRI values from the current and previous
visits.
 Comparison of standard deviation with run-to-run confidence limits.
 Comparison of previous and current mean IRI values with visit-to-visit confidence limits.
 Checking that data and comments are complete, that all indices are within the IMS limits, and
that no profiles are added to the IMS with RCO codes other than "1" unless confirmed and
commented on.
 Confirmation of all pavement section maintenance and rehabilitation with agency Strategic
Highway Research Program (SHRP) contacts and updating of the IMS database as quickly as
possible.

IMS Database Design and Procedures

Two more issues that make analysis of IRI data difficult can be addressed by changing IMS
database design and practices.

First, if profile sections are tested more than once on the same day, it is not possible to search the
IMS database and accurately determine the individual sets of five test runs for all visits. This is
because sorting by time and increasing run number can be incorrect when runs 2 or 3 were
collected after runs 4 and 5. Also, it is possible for runs 1 through 4 to be in the database for the
morning visit and runs 5 through 9 to be present for the mid-day visit with the time between runs
nearly evenly spaced. There are several sets of five runs that were collected on consecutive days,
making it impossible to be assured that a single testing date and one to five runs identify a single
visit. One solution to this problem is to create a single visit code for each section visit (typically
five runs).

The second issue is the tracking of maintenance and rehabilitation. Because IRI can be greatly
affected by patching, crack sealing, grinding, overlays, and other repairs, knowing the status of
pavement repairs and maintenance is critical to analysis of LTPP smoothness data. A concerted
effort is needed by RCOC’s to identify maintenance/rehabilitation events, contact agency

58
representatives, and update the IMS maintenance and rehabilitation tables quickly. However,
even if this maintenance information is in the database, it is not easy to determine whether
maintenance has occurred between visits. The construction number field is used to easily
identify a construction event on a pavement. Having a similar type of number for maintenance
events that affect profile (possibly excluding shoulder treatments) would be helpful to
researchers using the LTPP smoothness database.

Repeatability of K.J. Law Profilometer

Repeatability of the T-6600 Profilometers’ IRI values is not statistically different from that of the
690DNC Profilometers in most regions, based on comparison of a large amount of 690DNC data
with a small amount of T-6600 data. The exception is in the Western Region, where problems
with the DMI led to increased variability with the 690DNC.

However, visual review of the overlaid profiles from single and multiple visits collected indicates
that, generally, the profile repeatability of the 690DNC is better than that of the T-6600. Profiles
collected on the same day by the 690DNC, in many cases, overlay so well that the five traces
appear to be a single trace. This is not typically the case with the T-6600. Also, when overlaid
on the same scale, traces from the same site collected on different dates by the old and new
profilers in the North Central Region frequently do not match well in the longer wavelengths.

Improving the profile repeatability of the T-6600 Profilometer should be pursued. Insufficient
data was available in the current data set to determine whether the IRI repeatability of the new
profilers is as good as, or better than, that of the old equipment. Such assurances can only be
developed in a statistically designed comparison. LTPP studies in 1996 compared the output
from the old and new profilers in each region. The conclusions indicated that profiles from the
T-6600 Profilometers from each region are similar to those obtained using the North Central
Region 690DNC.(6) Point-to-point comparison of repeated T-6600 profiles in that study
indicated that all four vehicles passed the LTPP requirements (six-sample standard deviation
# 0.64 mm) on the two AC sections. Three of the four vehicles passed the requirements on PC
pavements, and only one vehicle passed the requirements on a chip seal section.

In addition, a 1998 comparison of all four regional T-6600 Profilometers concluded that the IRI
output from each profiler is not statistically different.(7) When compared with Dipstick IRI
values, all four profilers met the precision criteria (± 0.16 m/km relative to Dipstick IRI) on three
of the four sites. One wheelpath of one profiler did not meet the criteria for the fourth site & a
rough AC pavement.

Single-Visit Variability Confidence Limits

Analysis of the variability of the transformed GPS and SPS run-to-run IRI values indicates that
single confidence limits can be recommended that are applicable to all roughness levels. These
confidence limits can be used by Profilometer operators to flag data sets with potential
equipment- or operator-related problems. This will allow the operator to look more closely at the

59
profile data, the test section, and previous profile information from the test section to ensure the
quality of the newly collected data.

For GPS sections, the recommended field-use confidence limit is a transformed standard
deviation of five runs that is less than 0.32. A limit of 0.40 is recommended for the SPS
sections. This limit does not indicate that the data are bad. It simply alerts the operator to look
more closely at the data to ensure its quality.

Between-Visit Confidence Limits

Quality control checks of the IRI versus time slopes between visits for unrehabilitated sections
can be accomplished using the equations listed below. These equations are based on currently
available data and should be used only as an indicator that further evaluation of the section
profiles or pavement condition is needed to confirm data quality.

The ranges of applicability for these equations are & 0.5 to 4.0 m/km for AC, 0.5 to 3.0 m/km for
AC/PC, and 0.5 to 3.5 m/km for PC. Because of the small denominator, it is not always
appropriate to apply these equations when the time between testing is less than 6 months. (These
equations were first presented earlier in this report.)

AC Pavements:

Upper Limit: IRIE = IRIP + )T (0.1984 IRIP % 0.0273) (9)

Lower Limit: IRIE = IRIP + )T (-0.0282 IRIP % 0.0995) (10)

PC Pavements:

Upper Limit: IRIE = IRIP + )T (0.1532 IRIP + 0.0094) (11)

Lower Limit: IRIE = IRIP + )T (-0.1158 IRIP % 0.0686) (12)

AC/PC Pavements:

Upper Limit: IRIE = IRIP + )T (0.3244 IRIP % 0.1538) (13)

Lower Limit: IRIE = IRIP + )T (-0.1158 IRIP % 0.0006) (14)

Where:

IRIE = Expected IRI, m/km

IRIP = Previous IRI, m/km
)T = Time since previous visit, yrs

60
Calibration of DMI

The current methods for calibrating DMI systems appear to have addressed the problem of DMI
miscalibration. Overlaying profiles from year to year is a good way to immediately notice and
address this potential problem. Software that allows the operator to zoom in on the starting and
ending stations of all runs from current and previous visits can assist with this evaluation. Also,
as Profilometers become older, past performance indicates that it will be more critical for profiles
to be overlaid and checked for DMI problems.

Number of Runs in the IMS

Maintaining five runs in the IMS database reduces variability and should be continued in order to
maintain the current level of absolute error. However, if runs must be eliminated from the IMS
due to equipment- or operator-related problems, the maximum difference in error between two
and five runs is typically less than 1.4 percent of the average LTPP test section IRI. Therefore,
there should be little concern about the statistical usefulness of reduced data sets.

61
62
 APPENDIX A. DESCRIPTION OF PROFILE PROBLEMS

Descriptions of Questionable Profiles

During the profile review, several questionable profile characteristics were noted. Many of these
characteristics were described by RCOC profiler operators and data reviewers in the RCO
comments listed in the IMS database MON_PROFILE_MASTER table. Others do not appear to
have been noted during field data collection or final evaluation. The general descriptions of
these characteristics are listed in table 17, and supplemental descriptions and example profiles
are provided in subsequent sections of this appendix. The SPS and GPS profiles exhibited the
same questionable profile characteristics.

Table 17. Questionable profile characteristics noted.

Profile characteristic Percentage of profile runs

Reparable profile runs: -
RCO-noted saturation spikes 0.6
Unnoted saturation spikes 3.8
Irreparable profile runs: -
Lost lock 3.9
Out of study 0.4
Pending profile runs: -
Early start (5-10 m) 1.6
Early start (>10 m) 2.0
Miscalibrated DMI 1.0
Collected in wrong location 1.2
Total problem runs noted: 14.6

Saturation Spikes

Until July 1996, all profile data in the LTPP database were collected using K.J. Law 690DNC
Profilometers equipped with optical vertical height sensors that bounce a beam of white light off
the pavement surface. Using an accelerometer and the angle at which the light returns to the
collection vehicle, the vertical pavement surface profile is measured quite accurately in two
pavement wheelpaths. Because the sensors used white light, the pavement surface beneath the
sensors was shaded using a shroud to prevent sunlight from diluting the light entering the sensor
receivers.

If too much light was reflected into the optical sensor receiver, the receiver became saturated
with the light. In practice, this typically resulted when the profile sensor passed over the white
paint or reflective tape placed at the start and end of LTPP test sections. Depending on the
intensity setting of the optical sensor light source, passing over reflective stripes occasionally
produced "saturation spikes" in the profile data that could be more than 10 times the original
profile elevation. Such spikes sometimes resulted in large changes in IRI values for a test
section.

63
When saturation spikes were noted in LTPP profiles, regional engineers were instructed not to
use these data points in IRI computations and to provide comments for any saturated profile runs.
If the saturation was detected immediately after evaluation, regional operators were instructed to
mark the spikes in the profile, adjust the Profilometer sensors, and, if possible, complete
additional runs until undistorted profiles were obtained. However, without the recently available
option of overlaying the profiles from multiple runs for visual review, it was difficult to detect all
saturated profiles or profiles containing spikes.

Undetected saturation spikes result in computed smoothness indices (e.g., IRI, slope variance,
Mays Output, RMSVA) that are many times greater than the true indices. Even if the saturation
spikes had been detected initially by the operators and ignored in the IRI computation, the
ProQual 1.4 software used to analyze the pre-1996 data replaced the ignored data points with
zero values that skewed the other computed indices. As a result, it is necessary to recompute
indices for all profiles that exhibit saturation spikes.

Saturation spikes have been noted in 4.5 percent of the LTPP profile runs. An example of such
spikes is shown in figure 38. At this site, saturation spikes occurred at the start and end of all
runs. These spikes were noted in the comments, but were not marked and were ignored during
IRI computation.

Lost Lock in Profiles

When the optical sensors do not receive enough returned light to determine an elevation, the
profile elevation is based solely on the accelerometer readings. This phenomenon has been
described as "complete lost lock." It generally occurs when the Profilometer passes over a very
dark pavement (e.g., a new AC overlay) and there is not enough light reflected to the vertical
optical sensor receivers to provide an accurate surface profile. The ability to manually adjust the
light intensity to adjust for dark pavements was provided with the 690DNC Profilometer;
however, the effect of lost lock was somewhat difficult to detect during data collection. If the
vertical optical sensors were disabled by lost lock, the measured profile only included the long
wavelength profile measured by the accelerometers. Such a profile generally appears very
smooth, lacking the small surface variations common to most pavement profiles. Runs 1 through
5 in figure 39 illustrate complete lost lock resulting from a dark pavement surface.

Another condition under which lost lock can occur is when sunlight or headlight beams pass
beneath the shrouds, making the ambient light condition too bright for the sensors to determine
an elevation accurately. This can occur in any condition where the vertical optical sensor light
beams are too weak to trigger the receiver sensors properly. If the lost lock is intermittent, two
types of profile distortions may occur&rapidly intermittent and occasionally intermittent lost
lock. Occasionally intermittent lost lock will allow portions of the profile to remain unaffected,
adequately reproducing profiles from subsequent runs along portions of the site length.
However, when lost lock occurs, the areas of lost lock in the profile will deviate noticeably from
unaffected runs. The effect of occasionally intermittent lost lock on pavement profiles is shown
in figure 40.

64
 50

Run 1
40
Run 3
30 Run 4
Run 6
20
Run 9
Elevation, mm

10

-10

-20

-30

-40
0 25 50 75 100 125 150
Station, m
Figure 38. Unnoted saturation spike in right wheelpath profile from Ontario.

10
Run 1 Run 2 Run 3 Run 5 Run 9

5
Elevation, mm

-5

-10

-15
0 25 50 75 100 125 150
Station, m
Figure 39. Lost lock in left wheelpath of Illinois site.

65
 20
Run 1
15
Run 3

10 Run 5
Run 6
5
Elevation, mm

-5

-10

-15

-20
0 25 50 75 100 125 150
Station, m

Figure 40. Occasionally intermittent lost lock in North Carolina profiles.

Rapidly intermittent lost lock can occur when the receiver sensors are receiving good and bad
optical source input at regular intervals. This results in the fine sawtooth-type profile shown in
figure 41. Generally, higher IRI values result from occasionally and rapidly intermittent lost lock
as a result of the rapid changes in profile elevation. Occasional and full lost lock have been
noted in 2.9 percent of the SPS profile visits. Rapidly intermittent lost lock has been identified
in 3.2 percent of the profile visits.

Another potential cause for sawtooth-type profiles is the malfunction of an optical sensor, caused
by an intermittent grounding wire connection or other electronic failure. Such an
equipment-related problem should occur only in one wheelpath. Profilometer maintenance
records can be used to identify the regional equipment and the dates when these damaged sensors
were repaired, allowing for closer study of the profiles obtained immediately prior to sensor
repair.

Incorrect Start Location

The process of collecting profiles from SPS sections requires that an entire set of section profiles
be collected in a single pass. Following profile collection, the operator must manually identify
the start location of each SPS section and create a subset of the profile for individual evaluation.
This process makes it more likely for profile start locations to be incorrectly identified for SPS
sections than for GPS sections. In some cases, it may result in a shift of the start location for a
test section from year to year. An example of this type of shift is shown in figure 42. IRI values
for the 1990 left wheelpath were 2.4 percent larger than for the subsequent 1992 profile,

66
 15
Run 4
Run 5
10
Run 7
Run 8
5 Run 9
Elevation, mm

-5

-10

Run 4 shifted for viewing

-15

-20
0 25 50 75 100 125 150
Station, m

Figure 41. Rapidly intermittent lost lock in Maine profiles.

15

10

0
Elevation, mm

-5

-10

-15
4/8/90 5/13/92
-20 10/18/93 9/16/94

-25
0 25 50 75 100 125 150
Station, m

Figure 42. Shifted start for 1990 profiles in Iowa.

67
indicating a reduction in IRI over time and making performance modeling difficult. Shifted start
locations greater than 5 m were noted in 3.6 percent of the section profile runs.

Unreported Maintenance

Although not associated with profile data quality, the maintenance that occurs on test sections is
critical to analysis using the data. Highway agencies often do not report maintenance to RCOC’s
in a timely manner. Although no maintenance may be recorded in the LTPP records, some noted
profile characteristics can indicate that maintenance has been conducted between profile visits.
Figure 43 indicates that a major change in the first 46 m of profile occurred between the August
1991 and August 1992 visits, even though comments provided by the Profilometer operators do
not indicate that maintenance was performed. The IRI for the left wheelpath for 1991, 1992, and
1993 was 1.4 m/km, indicating that the IRI was unaffected. It is unknown how computation of
other smoothness indices from these different profiles would be affected.

Unreported Rehabilitation

Unreported test section rehabilitation is also unrelated to profile data quality, but it can
significantly affect the conclusions drawn from smoothness data. Participating agencies may not
report rehabilitation quickly. If different operators measure profiles at a site in consecutive
years, or if previous profiles are not referenced, it is possible that rehabilitation of an LTPP
section can go unnoticed for several years. Figure 44 provides an example of incorrectly

30

8/8/91 8/5/92 11/22/93 7/27/94

20

10
Elevation, mm

-10

-20

-30
0 25 50 75 100 125 150
Station, m

Figure 43. Possible unreported maintenance at Minnesota section.

68
 20

10/3/89 3/26/91 9/10/91

15
10/3/92 10/4/94 3/18/95
10
Elevation, mm

-5

-10

-15
0 25 50 75 100 125 150
Station, m

Figure 44. Possible incorrectly reported rehabilitation at Indiana section.

reported rehabilitation. Although the section profile obviously changes drastically between the
September 1991 and October 1992 evaluations, the IMS database does not indicate a
rehabilitation event until the October 1994 evaluation. Further investigation of sections with this
type of profile change is needed to update or correct the database.

Testing at a Different Location

It is surprisingly simple to collect a profile at the wrong location. Site numbers can be entered
incorrectly, resulting in the wrong location for a profile in the database. Lead-in stripes, painted
152 m before the start stripe, or other pavement markings can trigger data collection prior to the
start of the test section. In SPS sections, if the start station is entered incorrectly during
subsectioning, the entire section could be analyzed at the wrong location. For example, although
the reason for the different location is not obvious, figure 45 shows the five right wheelpath runs
for a site collected in March 1993. Although the IRI values do not show it, indications are that
runs 2, 3, and 4 are not collected at the same location as the remaining runs. Runs 1 and 5
actually match the profiles of the 1992 and 1994 profile data collection. The IRI values for the
right wheelpath ranged from 1.9 to 2.2 m/km, and the profiles from the wrong location produced
IRI values of 2.0 and 2.1 m/km. Standard IRI quality control methods would not have identified
this test location discrepancy.

69
 20
Run 1 Run 2 Run 3
15
Run 4 Run 5

10

5
Elevation, mm

-5

-10

-15

-20
0 25 50 75 100 125 150
Station, m

Figure 45. Incorrect testing location at Kansas test section.

DMI Miscalibrated

The DMI’s for the LTPP Profilometers are mounted on the left front wheel and must be
calibrated against a measured test section length to ensure accuracy. Early in the data collection
operation, it appears that several site visits were conducted with a DMI that was miscalibrated.
This miscalibration generally results in a "squeezing" of the profile so that its data points are
collected at slightly more than 152.4 m. As figure 46 shows, such profiles contain slightly more
profile than the actual section length.

If the pavement following that test section is consistently rough, it is possible that a miscalibrated
DMI that includes additional pavement length could result in IRI values that are greater than the
true values. DMI miscalibration greater than 6 m was noted in 3.1 percent of the profile runs
from one region and 1.0 percent of all profile runs.

70
 20
4/14/90 5/2/90 4/4/91 4/18/92 3/12/93
15 5/13/94 2/18/95 4/22/96

10

5
Elevation, mm

-5

-10

-15

-20
0 25 50 75 100 125 150
Station, m

Figure 46. Miscalibrated DMI in Kansas section.

71
72
 APPENDIX B. RECOMMENDED ACTIONS FOR ADDRESSING
QUESTIONABLE PROFILE DATA

In January 1999, the following strategy was approved by FHWA for addressing the problem of
questionable profiles in the LTPP database. This strategy is intended to meet the objectives of
this study with the least possible delay. Because of the quick response from the RCOC’s, the
actions were completed by June 1999.

Saturation Spikes

Saturation spikes in SPS and GPS profiles have been identified for each region’s profile data.
These visits were summarized and reported in feedback reports NC-02 on August 14, 1998, and
NC-04 on September 28, 1998. To complete the actions recommended in the feedback reports,
the Profile Data Extractor software, described in Appendix D, was developed for extracting
profile files from the IMS database and converting them to a form that can be reprocessed using
the LTPP ProQual software. The following LTPP contractor actions were recommended in an
effort to eliminate the effect of saturation spikes on IRI data in the IMS database:

1. Obtain ProQual input files using the Profile Extractor software.

2. Reprocess these files using ProQual Version 2.08a software (delete spikes, add comments
and RCO codes).

3. Send reprocessed RIMS files, archive files, and paper files to RCOC’s to replace runs
with saturation spikes in the IMS database, as directed by FHWA.

4. Modify the data analysis data set with revised IRI values.

Lost Lock

Profiles that are affected by complete lost lock are irreparably damaged and can only serve to add
equipment-related variability to the IMS database. Occasionally intermittent lost lock should be
dealt with on a case-by-case basis. If only a small length of profile is affected (e.g., 5 m),
smoothness index data from this profile may be unaffected. However, nearly all intermittent lost
lock cases listed in feedback report NC-05 are significant. Lost lock that is rapidly intermittent
adds short wavelength noise to pavement profiles, generally increasing the IRI values. This
noise cannot be removed easily, and removal is not a guarantee of adequate profile quality.
Recommended actions for dealing with these data included the following:

1. Provide RCOC’s with lists of sections and dates for deletion of IMS section run data
where either wheelpath exhibits complete or significant intermittent lost lock.

2. Ask RCOC’s to delete these profiles and replace them with available profile run data that
are not affected by lost lock for the designated test date.

73
Shifted Profiles

The effect of shifted profiles on IRI is shown in figure 34. It indicates that the change in IRI is
typically less than 3 percent when profiles are shifted less than 5 m. Shifting more than 10 m
results in an unpredictable increase or decrease in IRI of 0 to 28 percent. If this shifted start
location is a result of improper SPS subsectioning, these data can be returned to good quality by
reprocessing the original profile files. As a result, the following recommendations were provided
for dealing with shifted profiles in the IMS database:

1. Send a list to RCOC’s and IMS management contractor of runs to delete if shifted more
than 10 m.

2. Request that RCOC’s review files to see if shifted profiles can be resubsectioned.

3. Ask RCOC’s to resubsection and reload profiles shifted more than 5 m.

4. Do nothing with profiles shifted 1 to 5 m.

5. Obtain ProQual input files using Profile Data Extractor software if profiles are shifted at
least 5 m and no more than 10 m. Do this only on profiles that cannot be resubsectioned
by RCOC’s. Reprocess and add comments and RCO code of "2" to runs shifted 5 to 10
m using ProQual. Send RIMS files to RCOC’s to replace shifted runs in IMS.

Miscalibrated DMI

Profiles affected by miscalibrated DMI cannot be repaired easily. A rigorous method of deleting
extra profile data and stretching the profiles could be completed; however, it is not seen as being
necessary at this time. Following the approach used for shifted profiles, several steps are
presented below for ensuring good quality data and flagging profiles with significantly
miscalibrated DMI’s:

1. Obtain ProQual input files using Profile Data Extractor software if DMI miscalibration is
greater than 5 m.

2. Do nothing with runs shifted # 5 m.

3. Delete runs if miscalibrated more than 10 m.

4. Add comments to runs miscalibrated 5 to 10 m using ProQual.

5. Send reprocessed files to RCOC’s to replace commented runs in IMS.

74
Unreported Rehabilitation

Unreported rehabilitation is not a problem of profile collection, but one of associated data
collection. For analysis purposes, noting rehabilitation operations is critical to correctly
modeling pavement performance. This problem can be repaired through updating the IMS
database with correct rehabilitation information. The following steps were recommended for
dealing with unreported rehabilitation identified in the visual profile review:

1. Prepare a feedback report listing possible rehabilitation sections for each RCOC.

2. Request RCOC response within 30 days.

3. Update the IMS database and the analysis data set with revised information.

Unreported Maintenance

Maintenance information will not typically be used in standard IRI data analysis. However,
visual profile review helped to identify potentially unreported maintenance, which can be used to
update maintenance tables and improve IMS data quality. To return this information to the
RCOC’s for review and database modification, the following steps were recommended:

1. Prepare a feedback report for RCOC’s listing sections that have indications of possible
unreported maintenance.

2. Request RCOC response within 30 days.

3. Update the IMS database and the analysis data set with revised information.

Wrong Testing Location

Profiles collected in the wrong location should be removed from the database. If the mislocation
is a result of improper subsectioning or incorrect file naming, the data may be reprocessed and
returned to the IMS database. Actions recommended for profiles that appear to have been
collected in the wrong location are listed below:

1. Prepare a feedback report for RCOC’s listing pavement sections for which profile testing
was completed at the wrong location.

2. Request that RCOC’s reprocess and replace these profiles with available good data.

3. Update the analysis data set with revised information.

75
76
 APPENDIX C. PROFILE VIEWER DESCRIPTION

To complete the initial review of profile data quality, Microsoft Windows-based software,
unofficially named "Profile Viewer," was developed to provide the first detailed look at the
LTPP profiles. This software displays overlaid profiles from single and multiple years, allowing
reviewers to identify consistency in wheelpath location, start position, sensor functionality, and
other factors. It also computes IRI and displays operator and RCO comments for each run.

The main Profile Viewer interface screen is shown in figure 47. Data used by the program are
extracted from the MON_PROFILE_MASTER and MON_PROFILE_DATA tables in the
Oracle-based IMS database and are imported into Microsoft Access database tables. A Microsoft
Visual Basic interface allows the operator to select the State, section number, test data,
wheelpath, and run numbers for plotting. Two general viewing options are available. First, the
operator can view the first run from one or all section profile dates, as shown in figure 47. This
allows for year-to-year comparison of the run location, IRI values, DMI accuracy, and
rehabilitation/maintenance operations. The asphalt overlay prior to the second visit is obvious
from this view.

Figure 47. Multi-date view from Profile Viewer software.

77
The second option is to view selected runs from a single date and wheelpath. This option, shown
in figure 48, helps the operator review run-to-run repeatability, saturation spikes, lost lock, and
shifted profile locations.

To provide the reviewer with operator comments, climatic information, testing times, and other
information, Profile Viewer shows MON_PROFILE_MASTER table information (figure 49) on
screen for the section being reviewed. Other options include batch printing, complete
modification of the plotting display, and expansion of the plotted profile screen.

Figure 48. Multiple-run output from Profile Viewer software.

Figure 49. Master table output from Profile Viewer software.

78
 APPENDIX D. PROFILE DATA EXTRACTOR DESCRIPTION

Introduction

The "Profile Data Extractor" software developed for this study was primarily intended for
downloading profile data from the LTPP IMS database in a format that can be readily
reprocessed and uploaded using the ProQual profile processing software. The software utility
was developed using Visual Basic 5.0 and runs under the Windows 95 operating system. It
extracts profile data from the LTPP IMS database through Oracle using an Open Database
Connectivity (ODBC) link. Output files are in FoxPro 2.5 database format.

Hardware and System Requirements

To run the Profile Data Extractor application, the host computer must have the following
hardware and software:

 80486 or higher microprocessor.

 Hard disk with at least 30 megabytes of available space.
 VGA or higher resolution.
 16 megabytes of RAM.
 CD-ROM drive.
 Microsoft Windows 95 or Microsoft Windows NT 3.51 or later.
 Oracle SQL Plus 3.3 for Windows 95.
 32-bit Oracle73 ODBC driver.
 FHWA-LTPP IMS database link.

Starting the Profile Data Extractor Application

The user begins the application by selecting Profile Extractor from the Programs menu following
installation. After selection, the System Access dialogue is displayed, allowing the user to link
to the FHWA-LTPP IMS database. The user must provide the correct user ID, password, and
data source name to complete the connection.

Using the Profile Data Extractor Application

When the application is started, the screen shown in figure 50 will be displayed. To create a
selection filter, the user enters a State code or a list of State codes and the desired range of survey
dates. Selecting the search option prompts the utility to display a source list with SHRP ID’s and
test dates for all IMS profile data within the search range. The user can then select one, a few, or
all of the selected data for export into FoxPro format. File names are automatically generated for
the data, including visit codes for each time the section is tested. These selected file names are
used in exporting the data to individual ProQual-compatible files, and are shown on the export
screen in figure 51.

79
 Figure 50. Source list from Profile Data Extractor utility.

Figure 51. Selected list from Profile Data Extractor utility.

80
 APPENDIX E. SUMMARY OF ALL SATURATION SPIKES
Table 18. Profile runs with saturation spikes.
Equip Equip Lost Wrong Out Early DMI Possibly Possibly Left Right
IMS Spike Spike Lock Location Study Start Off Not Not Wheelpath Wheelpath
Spike Del Load Del Delete Del Del Del Reported Reported Spikes Spikes
LTPP State SHRP Profile Run Run Run Run Run Run Run Run Prior Prior Run Run
Region Code ID Date Time No. No. No. No. No. No. No. No. Maint Rehab No. No.
SR 1 1001 13-Jan-93 2 2 2
SR 1 3028 16-Feb-94 2 2 2
SR 1 4073 08-May-90 2 2 2,5
SR 1 4073 08-May-90 5 5 2,5
SR 1 0161 10-Jan-96 3 3 3
SR 1 0163 10-Jan-96 1 1 1,2,3
SR 1 0163 10-Jan-96 2 2 1,2,3
SR 1 0163 10-Jan-96 3 3 1,2,3
SR 1 0504 10-Aug-94 5 5 5
SR 1 0509 10-Aug-94 2 2 2
SR 1 0563 10-Aug-94 4 4 4
SR 1 A320 07-Jun-90 9 9 9
SR 1 B350 08-Aug-94 1 1 1
SR 1 C320 10-Apr-96 5 5 5
WR 4 1016 25-Feb-93 4 4 4
WR 4 1021 30-Mar-90 4 4 4
WR 4 1021 19-Feb-92 6 6 6,7
WR 4 1021 19-Feb-92 7 7 6,7
WR 4 1034 03-Feb-93 2 2 2,3
WR 4 1034 03-Feb-93 3 3 2,3
WR 4 1036 08-Aug-89 9 9 9
WR 4 1036 28-Feb-95 4 4 4
WR 4 6055 25-Mar-90 4 4 4
WR 4 6055 18-Feb-93 1 1 1
WR 4 0114 02-Dec-95 3 3 3
WR 4 0123 27-Feb-95 4 4 4 4
WR 4 0160 27-Feb-95 5 5 5
WR 4 0161 27-Feb-95 3 3 3 3
WR 4 0216 05-Mar-95 4 4 4
WR 4 0261 25-Jan-94 4 4 4
WR 4 0263 05-Mar-95 3 3 3
WR 4 0264 05-Mar-95 3 3 3,4
WR 4 0264 05-Mar-95 4 4 3,4
WR 4 0501 21-Sep-90 1 1 1,7,8
WR 4 0501 21-Sep-90 7 7 1,7,8
WR 4 0501 21-Sep-90 8 8 1,7,8
WR 4 0506 21-Sep-90 2 2 2
WR 4 0660 27-Feb-92 1 1 1
WR 4 A310 28-Mar-90 5 5 5
WR 4 A330 28-Feb-95 2 2 2
WR 4 C310 17-Nov-94 1 1 1
WR 4 C330 17-Nov-94 4 4 4
WR 4 C350 17-Nov-94 2 2 2
WR 4 D350 13-Jan-92 6 6 I I
SR 5 2042 21-Sep-94 5 5 5
SR 5 A602 11-Sep-96 2 2 2 5,7,9
SR 5 A602 11-Sep-96 5 5 2 5,7,9
SR 5 A602 11-Sep-96 7 7 2 5,7,9
SR 5 A602 11-Sep-96 9 9 2 5,7,9
SR 5 A604 11-Sep-96 5 5 5
SR 5 A605 11-Sep-96 2 2 2
SR 5 A607 11-Sep-96 5 5 5
WR 6 1253 06-Dec-89 1 1 1,3
WR 6 1253 06-Dec-89 3 3 1,3
WR 6 2002 11-May-91 2 2 2
WR 6 2040 20-Apr-92 4 4 4
WR 6 2040 06-Jun-94 4 4 4
WR 6 2041 25-Mar-93 1 1 1,4,7 2,4
WR 6 2041 25-Mar-93 2 2 1,4,7 2,4
WR 6 2041 25-Mar-93 4 4 1,4,7 2,4
WR 6 2041 25-Mar-93 7 7 1,4,7 2,4
WR 6 2041 06-Jun-94 1 1 1,2,3,4
WR 6 2041 06-Jun-94 2 2 1,2,3,4
WR 6 2041 06-Jun-94 3 3 1,2,3,4
WR 6 2041 06-Jun-94 4 4 1,2,3,4
WR 6 2647 13-Jun-94 3 3 3
WR 6 3019 17-Mar-93 3 3 3
WR 6 3042 08-May-96 2 2 2
WR 6 7455 22-Mar-93 5 5 5
WR 6 0502 11-Feb-92 2 2 2
WR 6 0503 11-Feb-92 1 1 1,.4
WR 6 0503 11-Feb-92 4 4 1,.4
WR 6 0504 11-Feb-92 2 2 2
WR 6 0505 11-Feb-92 3 3 3

81
 Table 18. Profile runs with saturation spikes.
Equip Equip Lost Wrong Out Early DMI Possibly Possibly Left Right
IMS Spike Spike Lock Location Study Start Off Not Not Wheelpath Wheelpath
Spike Del Load Del Delete Del Del Del Reported Reported Spikes Spikes
LTPP State SHRP Profile Run Run Run Run Run Run Run Run Prior Prior Run Run
Region Code ID Date Time No. No. No. No. No. No. No. No. Maint Rehab No. No.
WR 6 0506 11-Feb-92 2 2 2,4
WR 6 0506 11-Feb-92 4 4 2,4
WR 6 0506 04-Apr-95 4 4 4
WR 6 0507 11-Feb-92 1 1 1,5
WR 6 0507 11-Feb-92 5 5 1,5
WR 6 0508 11-Feb-92 1 1 1,4
WR 6 0508 11-Feb-92 4 4 1,4
WR 6 0509 11-Feb-92 1 1 1,2,4,5
WR 6 0509 11-Feb-92 2 2 1,2,4,5
WR 6 0509 11-Feb-92 4 4 1,2,4,5
WR 6 0608 06-Apr-93 1 1 1
WR 6 0660 11-Jun-96 1 1 1,3,4,5
WR 6 0660 11-Jun-96 3 3 1,3,4,5
WR 6 0660 11-Jun-96 4 4 1,3,4,5
WR 6 0660 11-Jun-96 5 5 1,3,4,5
WR 6 A320 06-Apr-93 5 5 5
WR 6 A321 06-Apr-93 4 4 4
WR 6 A330 06-Apr-93 3 3 3
WR 6 A350 10-Jun-94 4 4 4
WR 6 A351 06-Apr-93 1 1 1,4
WR 6 A351 06-Apr-93 4 4 1,4
WR 6 A351 10-Jun-94 5 5 5
WR 6 A361 10-Jun-94 8 8 8
WR 6 A362 06-Apr-93 2 2 2
WR 6 A363 06-Apr-93 3 3 3,4
WR 6 A363 06-Apr-93 4 4 3,4
WR 6 B420 02-May-91 3 3 3
WR 6 B420 18-Mar-92 3 3 3,5
WR 6 B420 18-Mar-92 5 5 3,5
WR 8 7035 14-Apr-94 2 2 2,6
WR 8 7035 14-Apr-94 6 6 2,6
WR 8 7776 28-Oct-93 2 2 2,3,4,5
WR 8 7776 28-Oct-93 3 3 2,3,4,5
WR 8 7776 28-Oct-93 4 4 2,3,4,5
WR 8 7776 28-Oct-93 5 5 2,3,4,5
WR 8 0214 13-Apr-94 4 4 4
WR 8 0219 13-Apr-94 3 3 3
WR 8 0259 13-Apr-94 2 2 2
WR 8 0560 28-May-91 3 3 3 3
WR 8 A340 08-Nov-92 6 6 6
WR 8 B320 05-Nov-92 4 4 4
NAR 9 1803 30-Aug-90 2,3,4 1 1 1
NAR 9 4008 27-Oct-89 1,4 1 1 1
NAR 9 4008 25-Jul-91 6 6 6
NAR 9 4020 30-Aug-90 2 2 2
NAR 9 4020 26-Jul-93 2 2 2
NAR 9 5001 27-Oct-89 2 2 2 2 2
NAR 9 5001 29-Aug-90 5 5 5 5
NAR 10 1201 27-Mar-90 4 4 4,5,6
NAR 10 1201 27-Mar-90 5 5 4,5,6
NAR 10 1201 27-Mar-90 6 6 4,5,6
NAR 10 1450 14-Jun-91 2 2 2
NAR 10 4002 24-Jun-92 5 5 5
NAR 10 5005 27-Mar-90 1 1 1,2,3,5
NAR 10 5005 27-Mar-90 2 2 1,2,3,5
NAR 10 5005 27-Mar-90 3 3 1,2,3,5
NAR 10 5005 27-Mar-90 5 5 1,2,3,5
NAR 10 5005 15-Jun-94 4 4 4
NAR 10 0102 24-Feb-96 3 3 3
NAR 11 1400 19-Jun-94 3 3 3
SR 12 4101 19-May-94 5 5 5 5
SR 12 4103 18-Jun-92 5 5 5
SR 12 4108 11-Jun-90 4 4 4
SR 12 4153 12-Jul-90 3 3 3
SR 12 9054 19-Jun-90 3 3 3
SR 12 0562 25-May-94 3 3 3
SR 12 A321 17-Jul-92 6 6 6
SR 12 B352 03-Jul-91 7 7 7
SR 12 C321 16-Jul-90 All All All
SR 12 C350 21-Jul-92 6 6 6
SR 12 C350 05-Sep-94 1 1 1,5
SR 12 C350 05-Sep-94 5 5 1,5
SR 13 1005 13-Jan-93 3 3 3
SR 13 1005 03-Apr-96 4 4 4
SR 13 1031 06-May-94 2 2 2
SR 13 1031 25-Jan-96 2 2 All All
SR 13 1031 25-Jan-96 4 4 All All
SR 13 1031 25-Jan-96 6 6 All All

82
 Table 18. Profile runs with saturation spikes.
Equip Equip Lost Wrong Out Early DMI Possibly Possibly Left Right
IMS Spike Spike Lock Location Study Start Off Not Not Wheelpath Wheelpath
Spike Del Load Del Delete Del Del Del Reported Reported Spikes Spikes
LTPP State SHRP Profile Run Run Run Run Run Run Run Run Prior Prior Run Run
Region Code ID Date Time No. No. No. No. No. No. No. No. Maint Rehab No. No.
SR 13 1031 25-Jan-96 8 8 All All
SR 13 1031 04-Apr-96 3 3 3,6,7,8
SR 13 1031 04-Apr-96 6 6 3,6,7,8
SR 13 1031 04-Apr-96 7 7 3,6,7,8
SR 13 1031 04-Apr-96 8 8 3,6,7,8
SR 13 1031 12-Aug-96 All All 5
SR 13 3019 17-Oct-96 2 2 2
SR 13 4093 11-Jun-92 All All All All
SR 13 4093 13-May-94 All All All All
SR 13 4093 21-May-96 All All All All
SR 13 0509 01-Mar-93 3 3 3
WR 16 3023 30-Apr-92 All All All
WR 16 A310 17-Jul-90 2,3,4,6 2 2 4,6 2,3,4,6
WR 16 A310 17-Jul-90 2,3,4,6 3 3 4,6 2,3,4,6
WR 16 A310 17-Jul-90 2,3,4,6 4 4 4,6 2,3,4,6
WR 16 A310 17-Jul-90 2,3,4,6 6 6 4,6 2,3,4,6
WR 16 A320 17-Jul-90 2,3,4,5 All All 4 All
WR 16 A320 14-Jul-95 3 3 3
WR 16 A330 17-Jul-90 2,3,6 2 2 4,6 2,3,6
WR 16 A330 17-Jul-90 2,3,6 3 3 4,6 2,3,6
WR 16 A330 17-Jul-90 2,3,6 4 4 4,6 2,3,6
WR 16 A330 17-Jul-90 2,3,6 6 6 4,6 2,3,6
WR 16 A350 17-Jul-90 All All All 4,6 All
WR 16 C330 20-Jul-90 8 8 8
WR 16 C350 05-Oct-90 5 5 5
NCR 17 1002 16-Dec-91 3 3 3
NCR 17 4082 07-Oct-92 2 2 2 2
NCR 17 5020 06-Mar-91 2 2 2,4,5
NCR 17 5020 06-Mar-91 4 4 2,4,5
NCR 17 5020 06-Mar-91 5 5 2,4,5
NCR 17 5453 14-Jun-91 3 3 3,4,5
NCR 17 5453 14-Jun-91 4 4 3,4,5
NCR 17 5453 14-Jun-91 5 5 3,4,5
NCR 17 5843 12-Jun-90 All All All
NCR 17 5843 23-Jun-91 All All All
NCR 17 5849 15-Jun-91 1 1 1,2,3,5
NCR 17 5849 15-Jun-91 2 2 1,2,3,5
NCR 17 5849 15-Jun-91 3 3 1,2,3,5
NCR 17 5849 15-Jun-91 5 5 1,2,3,5
NCR 17 5849 09-Oct-92 2,6,7 All All All
NCR 17 5854 12-Mar-95 1 1 1
NCR 17 0601 13-Dec-90 6 6 6,9 6,7,8
NCR 17 0601 13-Dec-90 7 7 6,9 6,7,8
NCR 17 0601 13-Dec-90 8 8 6,9 6,7,8
NCR 17 0601 13-Dec-90 9 9 6,9 6,7,8
NCR 17 0601 17-Dec-91 1 1 1,3
NCR 17 0601 17-Dec-91 3 3 1,3
NCR 17 0602 13-Mar-94 7 7 7
NCR 17 0603 13-Dec-90 All All All
NCR 17 0607 13-Dec-90 7 7 7,8,9
NCR 17 0607 13-Dec-90 8 8 7,8,9
NCR 17 0607 13-Dec-90 9 9 7,8,9
NCR 17 0608 13-Dec-90 All All All All
NCR 17 0659 17-Dec-91 2 2 2
NCR 17 0660 17-Dec-91 All All 01-Sep-90 3,5,6,7 3,4
NCR 17 0660 09-Oct-92 8 8 8
NCR 17 0661 17-Dec-91 3 3 01-Sep-90 3,4
NCR 17 0661 17-Dec-91 4 4 01-Sep-90 3,4
NCR 17 0662 13-Dec-90 6 6 6,8 6,8
NCR 17 0662 13-Dec-90 8 8 6,8 6,8
NCR 17 0662 17-Dec-91 2 2 2 2
NCR 17 0663 13-Dec-90 2 2 2,3,5 5
NCR 17 0663 13-Dec-90 3 3 2,3,5 5
NCR 17 0663 13-Dec-90 5 5 2,3,5 5
NCR 17 0663 13-Mar-95 3 3 3
NCR 17 0664 13-Dec-90 6 6 6,8 6
NCR 17 0664 13-Dec-90 8 8 6,8 6
NCR 17 A320 18-Dec-91 4 4 4
NCR 17 A320 07-Oct-92 7 7 7
NCR 17 A330 18-Dec-91 8 8 8,9
NCR 17 A330 18-Dec-91 9 9 8,9
NCR 18 1028 15-Jan-94 3 3 3,7
NCR 18 1028 15-Jan-94 7 7 3,7
NCR 18 1037 03-Dec-89 All All All All
NCR 18 3002 03-Apr-96 3 3 3,8 3,4,5
NCR 18 3002 03-Apr-96 4 4 3,8 3,4,5
NCR 18 3002 03-Apr-96 5 5 3,8 3,4,5
NCR 18 3002 03-Apr-96 8 8 3,8 3,4,5

83
 Table 18. Profile runs with saturation spikes.
Equip Equip Lost Wrong Out Early DMI Possibly Possibly Left Right
IMS Spike Spike Lock Location Study Start Off Not Not Wheelpath Wheelpath
Spike Del Load Del Delete Del Del Del Reported Reported Spikes Spikes
LTPP State SHRP Profile Run Run Run Run Run Run Run Run Prior Prior Run Run
Region Code ID Date Time No. No. No. No. No. No. No. No. Maint Rehab No. No.
NCR 18 3002 06-Sep-96 1 1 1 1
NCR 18 3003 01-Oct-92 6 6 6
NCR 18 3003 01-Feb-94 All All All All
NCR 18 3030 06-Oct-94 4,7,8 4 4 4,7,8
NCR 18 3030 06-Oct-94 4,7,8 7 7 4,7,8
NCR 18 3030 06-Oct-94 4,7,8 8 8 4,7,8
NCR 18 3031 12-Jun-91 5 5 5
NCR 18 3031 06-Oct-92 2,4,6 2 2 2,4,6
NCR 18 3031 06-Oct-92 2,4,6 4 4 2,4,6
NCR 18 3031 06-Oct-92 2,4,6 6 6 2,4,6
NCR 18 4021 03-Oct-89 1 1 1,3,4,5
NCR 18 4021 03-Oct-89 3 3 1,3,4,5
NCR 18 4021 03-Oct-89 4 4 1,3,4,5
NCR 18 4021 03-Oct-89 5 5 1,3,4,5
NCR 18 4021 26-Mar-91 All All All
NCR 18 4021 05-Feb-94 4 4 4,5,7,9
NCR 18 4021 05-Feb-94 5 5 4,5,7,9
NCR 18 4021 05-Feb-94 7 7 4,5,7,9
NCR 18 4021 05-Feb-94 9 9 4,5,7,9
NCR 18 4021 05-Oct-94 2 2 2,3,4,5
NCR 18 4021 05-Oct-94 3 3 2,3,4,5
NCR 18 4021 05-Oct-94 4 4 2,3,4,5
NCR 18 4021 05-Oct-94 5 5 2,3,4,5
NCR 18 4042 03-Dec-89 1,2,3,4 All All All
NCR 18 4042 03-Oct-94 3 3 3,6
NCR 18 4042 03-Oct-94 6 6 3,6
NCR 18 4042 15-Mar-95 2 2 2,3,5
NCR 18 4042 15-Mar-95 3 3 2,3,5
NCR 18 4042 15-Mar-95 5 5 2,3,5
NCR 18 5528 09-Mar-95 All All All All
NCR 18 0602 01-Oct-92 All All All
NCR 18 0602 23-Aug-94 6 6 6
NCR 18 0604 04-Apr-90 3 3 3
NCR 18 0604 14-Dec-90 5 5 5
NCR 18 0606 14-Dec-90 5 5 5
NCR 18 0606 01-Oct-92 4 4 4,5
NCR 18 0606 01-Oct-92 5 5 4,5
NCR 18 0606 29-Mar-95 1 1 1,5
NCR 18 0606 29-Mar-95 5 5 1,5
NCR 18 0607 29-Mar-95 1 1 1,2,3,5
NCR 18 0607 29-Mar-95 2 2 1,2,3,5
NCR 18 0607 29-Mar-95 3 3 1,2,3,5
NCR 18 0607 29-Mar-95 5 5 1,2,3,5
NCR 18 0608 14-Dec-90 3 3 3
NCR 18 0608 29-Mar-95 1 1 1,5 1
NCR 18 0608 29-Mar-95 5 5 1,5 1
NCR 18 0660 01-Oct-92 All All All
NCR 18 0661 29-Mar-95 2 2 2,3 2,3
NCR 18 0661 29-Mar-95 3 3 2,3 2,3
NCR 18 0662 01-Oct-92 4 4 4,5,8
NCR 18 0662 01-Oct-92 5 5 4,5,8
NCR 18 0662 01-Oct-92 8 8 4,5,8
NCR 18 0662 01-Feb-94 3 3 3
NCR 18 0667 02-Oct-92 2 2 2
NCR 18 0667 29-Mar-95 4 4 4,5
NCR 18 0667 29-Mar-95 5 5 4,5
NCR 18 0669 02-Oct-92 3 3 3,4,5
NCR 18 0669 02-Oct-92 4 4 3,4,5
NCR 18 0669 02-Oct-92 5 5 3,4,5
NCR 18 0671 29-Mar-95 All All All
NCR 18 0672 29-Mar-95 1 1 1,4
NCR 18 0672 29-Mar-95 4 4 1,4
NCR 18 A330 15-Jan-94 4 4 4,7
NCR 18 A330 15-Jan-94 7 7 4,7
NCR 18 A340 15-Jan-94 2 2 2,3,4
NCR 18 A340 15-Jan-94 3 3 2,3,4
NCR 18 A340 15-Jan-94 4 4 2,3,4
NCR 18 A350 15-Jan-94 2 2 2,7
NCR 18 A350 15-Jan-94 7 7 2,7
NCR 18 A410 06-Oct-92 4 4 4,5,7
NCR 18 A410 06-Oct-92 5 5 4,5,7
NCR 18 A410 06-Oct-92 7 7 4,5,7
NCR 18 A410 15-Mar-95 5 5 5
NCR 18 A430 15-Mar-95 1 1 1,2,4
NCR 18 A430 15-Mar-95 2 2 1,2,4
NCR 18 A430 15-Mar-95 4 4 1,2,4
NCR 19 1044 15-Sep-94 5 4 4 4,5
NCR 19 1044 15-Sep-94 5 5 5 4,5

84
 Table 18. Profile runs with saturation spikes.
Equip Equip Lost Wrong Out Early DMI Possibly Possibly Left Right
IMS Spike Spike Lock Location Study Start Off Not Not Wheelpath Wheelpath
Spike Del Load Del Delete Del Del Del Reported Reported Spikes Spikes
LTPP State SHRP Profile Run Run Run Run Run Run Run Run Prior Prior Run Run
Region Code ID Date Time No. No. No. No. No. No. No. No. Maint Rehab No. No.
NCR 19 3006 14-Sep-94 4 4 4,5,7
NCR 19 3006 14-Sep-94 5 5 4,5,7
NCR 19 3006 14-Sep-94 7 7 4,5,7
NCR 19 3028 15-Sep-94 1 1 1,4,7
NCR 19 3028 15-Sep-94 4 4 1,4,7
NCR 19 3028 15-Sep-94 7 7 1,4,7
NCR 19 3033 01-Dec-93 8 8 8
NCR 19 3033 14-Sep-94 2 2 2 2
NCR 19 5042 12-May-92 3 3 3,4
NCR 19 5042 12-May-92 4 4 3,4
NCR 19 5042 16-Sep-94 6 6 6,7
NCR 19 5042 16-Sep-94 7 7 6,7
NCR 19 5046 19-Jun-90 1 1 1,2
NCR 19 5046 19-Jun-90 2 2 1,2
NCR 19 5046 18-Oct-93 5 5 5,6,7,9
NCR 19 5046 18-Oct-93 6 6 5,6,7,9
NCR 19 5046 18-Oct-93 7 7 5,6,7,9
NCR 19 5046 18-Oct-93 9 9 5,6,7,9
NCR 19 6150 17-Sep-94 1,3 1 1 3,4,5,8 1
NCR 19 6150 17-Sep-94 1,3 3 3 3,4,5,8 1
NCR 19 6150 17-Sep-94 1,3 4 4 3,4,5,8 1
NCR 19 6150 17-Sep-94 1,3 5 5 3,4,5,8 1
NCR 19 6150 17-Sep-94 1,3 8 8 3,4,5,8 1
NCR 19 9116 13-May-92 1 1 1
NCR 19 0214 16-Apr-96 3 3 3
NCR 19 0216 16-Apr-96 3 3 3
NCR 19 0217 16-Apr-96 1 1 1
NCR 19 0219 16-Apr-96 3 3 3
NCR 19 0220 16-Apr-96 5 2 2 2,5,9
NCR 19 0220 16-Apr-96 5 5 5 2,5,9
NCR 19 0220 16-Apr-96 5 9 9 2,5,9
NCR 19 0221 16-Apr-96 1 1 1,3,5
NCR 19 0221 16-Apr-96 3 3 1,3,5
NCR 19 0221 16-Apr-96 5 5 1,3,5
NCR 19 0222 16-Apr-96 6 6 6
NCR 19 0259 16-Feb-95 2 2 2,7
NCR 19 0259 16-Feb-95 7 7 2,7
NCR 19 0259 16-Apr-96 1 1 1,5,7,9
NCR 19 0259 16-Apr-96 5 5 1,5,7,9
NCR 19 0259 16-Apr-96 7 7 1,5,7,9
NCR 19 0259 16-Apr-96 9 9 1,5,7,9
NCR 19 0601 19-Jun-91 3 3 3,4,8
NCR 19 0601 19-Jun-91 4 4 3,4,8
NCR 19 0601 19-Jun-91 8 8 3,4,8
NCR 19 0603 19-Jun-91 1 1 1,6,7
NCR 19 0603 19-Jun-91 6 6 1,6,7
NCR 19 0603 19-Jun-91 7 7 1,6,7
NCR 19 0604 19-Jun-91 5 5 5,6
NCR 19 0604 19-Jun-91 6 6 5,6
NCR 19 0608 19-Jun-91 1 1 1,3,4
NCR 19 0608 19-Jun-91 3 3 1,3,4
NCR 19 0608 19-Jun-91 4 4 1,3,4
NCR 19 A310 17-Sep-94 2 2 2
NCR 19 A340 20-Jun-91 2 2 2,3
NCR 19 A340 20-Jun-91 3 3 2,3
NCR 19 A410 16-Sep-94 4,5 4 4 4,5
NCR 19 A410 16-Sep-94 4,5 5 5 4,5
NCR 19 A430 21-Jun-91 4,6 All All All
NCR 19 A430 16-Sep-94 1 1 1 1,2,4
NCR 19 A430 16-Sep-94 1 2 2 1,2,4
NCR 19 A430 16-Sep-94 1 4 4 1,2,4
NCR 20 1005 24-Apr-96 2 2 2,7
NCR 20 1005 24-Apr-96 7 7 2,7
NCR 20 3013 11-Apr-90 2 2 2,5
NCR 20 3013 11-Apr-90 5 5 2,5
NCR 20 3015 04-Apr-91 1 1 1
NCR 20 3015 22-Apr-96 3 3 3
NCR 20 3060 07-Mar-93 1,4,6,8 1 1 1,4,6,8
NCR 20 3060 07-Mar-93 1,4,6,8 4 4 1,4,6,8
NCR 20 3060 07-Mar-93 1,4,6,8 6 6 1,4,6,8
NCR 20 3060 07-Mar-93 1,4,6,8 8 8 1,4,6,8
NCR 20 3060 25-Apr-96 1 1 1,2,4
NCR 20 3060 25-Apr-96 2 2 1,2,4
NCR 20 3060 25-Apr-96 4 4 1,2,4
NCR 20 4016 09-Mar-93 7 7 7,8
NCR 20 4016 09-Mar-93 8 8 7,8
NCR 20 4016 24-Apr-96 2,3,4,5 2 2 2,3,4,5
NCR 20 4016 24-Apr-96 2,3,4,5 3 3 2,3,4,5

85
 Table 18. Profile runs with saturation spikes.
Equip Equip Lost Wrong Out Early DMI Possibly Possibly Left Right
IMS Spike Spike Lock Location Study Start Off Not Not Wheelpath Wheelpath
Spike Del Load Del Delete Del Del Del Reported Reported Spikes Spikes
LTPP State SHRP Profile Run Run Run Run Run Run Run Run Prior Prior Run Run
Region Code ID Date Time No. No. No. No. No. No. No. No. Maint Rehab No. No.
NCR 20 4016 24-Apr-96 2,3,4,5 4 4 2,3,4,5
NCR 20 4016 24-Apr-96 2,3,4,5 5 5 2,3,4,5
NCR 20 4052 31-Mar-91 All All All
NCR 20 4052 13-Mar-93 4 4 4,7
NCR 20 4052 13-Mar-93 7 7 4,7
NCR 20 4054 10-Mar-93 2 2 2
NCR 20 4054 15-May-94 5 5 5
NCR 20 4054 24-Oct-95 All All All
NCR 20 4054 26-Oct-95 1 1 1,6,7
NCR 20 4054 26-Oct-95 6 6 1,6,7
NCR 20 4054 26-Oct-95 7 7 1,6,7
NCR 20 4054 21-Apr-96 All All All
NCR 20 6026 11-Mar-93 All All All
NCR 20 7073 10-Mar-93 2 2 2 2
NCR 20 7085 08-Mar-93 2,7 2 2 2,5,7,9
NCR 20 7085 08-Mar-93 2,7 5 5 2,5,7,9
NCR 20 7085 08-Mar-93 2,7 7 7 2,5,7,9
NCR 20 7085 08-Mar-93 2,7 9 9 2,5,7,9
NCR 20 7085 17-Feb-95 All All All
NCR 20 9037 09-Mar-93 5 1 1 1,5
NCR 20 9037 09-Mar-93 5 5 5 1,5
NCR 20 0104 18-Feb-95 1 1 1,2,4
NCR 20 0104 18-Feb-95 2 2 1,2,4
NCR 20 0104 18-Feb-95 4 4 1,2,4
NCR 20 0110 18-Feb-95 2 2 2,3,4,5
NCR 20 0110 18-Feb-95 3 3 2,3,4,5
NCR 20 0110 18-Feb-95 4 4 2,3,4,5
NCR 20 0110 18-Feb-95 5 5 2,3,4,5
NCR 20 0111 18-Feb-95 All All All
NCR 20 0161 19-Feb-95 1 1 1,2,6
NCR 20 0161 19-Feb-95 2 2 1,2,6
NCR 20 0161 19-Feb-95 6 6 1,2,6
NCR 20 0201 10-Mar-93 6 6 6
NCR 20 0202 14-Aug-92 All All All
NCR 20 0202 10-Mar-93 7 7 7
NCR 20 0202 15-May-94 5 5 5
NCR 20 0203 18-Feb-95 1 1 1,3,4,6
NCR 20 0203 18-Feb-95 3 3 1,3,4,6
NCR 20 0203 18-Feb-95 4 4 1,3,4,6
NCR 20 0203 18-Feb-95 6 6 1,3,4,6
NCR 20 0204 10-Mar-93 4 1 1 1,2,3,4
NCR 20 0204 10-Mar-93 4 2 2 1,2,3,4
NCR 20 0204 10-Mar-93 4 3 3 1,2,3,4
NCR 20 0204 10-Mar-93 4 4 4 1,2,3,4
NCR 20 0205 10-Mar-93 4,7 3 3 3,4,7
NCR 20 0205 10-Mar-93 4,7 4 4 3,4,7
NCR 20 0205 10-Mar-93 4,7 7 7 3,4,7
NCR 20 0205 18-Feb-95 1 1 1,5
NCR 20 0205 18-Feb-95 5 5 1,5
NCR 20 0205 20-Apr-96 3 3 3,7
NCR 20 0205 20-Apr-96 7 7 3,7
NCR 20 0206 14-Aug-92 6 6 6
NCR 20 0206 10-Mar-93 6 6 6
NCR 20 0206 18-Feb-95 3 3 3
NCR 20 0207 10-Mar-93 8 8 8 8
NCR 20 0207 20-Apr-96 3 3 3
NCR 20 0208 14-Aug-92 3 3 3
NCR 20 0208 18-Feb-95 7 7 7
NCR 20 0208 20-Apr-96 2 2 2,4,5
NCR 20 0208 20-Apr-96 4 4 2,4,5
NCR 20 0208 20-Apr-96 5 5 2,4,5
NCR 20 0209 15-May-94 2 2 2
NCR 20 0209 18-Feb-95 1 1 1 1
NCR 20 0210 14-Aug-92 1 1 1,2,4
NCR 20 0210 14-Aug-92 2 2 1,2,4
NCR 20 0210 14-Aug-92 4 4 1,2,4
NCR 20 0210 10-Mar-93 1 1 1
NCR 20 0210 18-Feb-95 5 5 5,8
NCR 20 0210 18-Feb-95 8 8 5,8
NCR 20 0211 20-Apr-96 3 3 3,5
NCR 20 0211 20-Apr-96 5 5 3,5
NCR 20 0212 14-Aug-92 1 1 1,2,3,4
NCR 20 0212 14-Aug-92 2 2 1,2,3,4
NCR 20 0212 14-Aug-92 3 3 1,2,3,4
NCR 20 0212 14-Aug-92 4 4 1,2,3,4
NCR 20 0212 10-Mar-93 2 2 2
NCR 20 0259 15-May-94 4 4 4
NCR 20 A330 31-Mar-91 3 3 3

86
 Table 18. Profile runs with saturation spikes.
Equip Equip Lost Wrong Out Early DMI Possibly Possibly Left Right
IMS Spike Spike Lock Location Study Start Off Not Not Wheelpath Wheelpath
Spike Del Load Del Delete Del Del Del Reported Reported Spikes Spikes
LTPP State SHRP Profile Run Run Run Run Run Run Run Run Prior Prior Run Run
Region Code ID Date Time No. No. No. No. No. No. No. No. Maint Rehab No. No.
NCR 20 A410 10-Mar-93 2 2 2,3,6
NCR 20 A410 10-Mar-93 3 3 2,3,6
NCR 20 A410 10-Mar-93 6 6 2,3,6
NCR 20 A410 21-Apr-96 1 1 1,6
NCR 20 A410 21-Apr-96 6 6 1,6
NCR 20 A411 21-Apr-96 3 3 3 5
NCR 20 A411 21-Apr-96 5 5 3 5
NCR 20 A430 10-Mar-93 3 3 3,5
NCR 20 A430 10-Mar-93 5 5 3,5
NCR 20 A430 18-Feb-95 4 4 4,5,6,7
NCR 20 A430 18-Feb-95 5 5 4,5,6,7
NCR 20 A430 18-Feb-95 6 6 4,5,6,7
NCR 20 A430 18-Feb-95 7 7 4,5,6,7
NCR 20 B310 22-Apr-96 6 6 6
NCR 20 B330 04-Apr-91 9 9 9
NCR 20 B340 18-Feb-95 6 6 6
NCR 20 B410 24-Apr-96 1 1 1,2 2,5
NCR 20 B410 24-Apr-96 2 2 1,2 2,5
NCR 20 B410 24-Apr-96 5 5 1,2 2,5
NCR 20 B430 15-May-94 3 3 3
NCR 21 3016 04-Dec-89 All All All All
NCR 21 3016 26-Mar-91 1 1 1,2,5
NCR 21 3016 26-Mar-91 2 2 1,2,5
NCR 21 3016 26-Mar-91 5 5 1,2,5
NCR 21 4025 05-Nov-91 5 5 5 5
NCR 21 A310 03-Feb-93 9 9 9
NCR 21 A410 04-Feb-93 1 1 1
NCR 21 A430 06-Nov-91 3 3 3
NAR 23 1012 14-Aug-91 1 1 1
NAR 23 1012 24-Aug-94 5 5 5
NAR 23 1012 19-Aug-95 1 1 1 1
NAR 23 1028 16-Aug-91 3 3 3
NAR 23 1028 28-Apr-94 8 8 8
NAR 23 3013 19-Oct-89 4 4 4
NAR 23 3013 20-Sep-93 All All All
NAR 23 3014 19-Oct-89 2 2 2,5 5
NAR 23 3014 19-Oct-89 5 5 2,5 5
NAR 23 3014 15-Aug-91 2 2 2
NAR 23 3014 28-Sep-92 5 5 5,6
NAR 23 3014 28-Sep-92 6 6 5,6
NAR 23 3014 20-Sep-93 1 1 1,4
NAR 23 3014 20-Sep-93 4 4 1,4
NAR 23 3014 23-Aug-94 3 3 3,5,7
NAR 23 3014 23-Aug-94 5 5 3,5,7
NAR 23 3014 23-Aug-94 7 7 3,5,7
NAR 24 1634 26-Mar-90 2 2 2 2
NAR 24 1634 05-Dec-90 1 1 1 1
NAR 24 1634 24-Jun-92 1 1 1,6
NAR 24 1634 24-Jun-92 6 6 1,6
NAR 24 2401 04-Dec-89 5 1 1 2,5 1,5
NAR 24 2401 04-Dec-89 5 2 2 2,5 1,5
NAR 24 2401 04-Dec-89 5 5 5 2,5 1,5
NAR 24 5807 05-Dec-89 1 1 1 1,2,3
NAR 24 5807 05-Dec-89 1 2 2 1,2,3
NAR 24 5807 05-Dec-89 1 3 3 1,2,3
NAR 24 5807 17-Jun-94 4 4 4,7,8
NAR 24 5807 17-Jun-94 7 7 4,7,8
NAR 24 5807 17-Jun-94 8 8 4,7,8
NAR 24 0501 24-Jan-92 8 8 8
NAR 24 0501 11-Jun-92 5 5 5
NAR 24 0503 05-Nov-90 7 7 7
NAR 24 0504 06-Dec-95 4 4 4,5 4,5
NAR 24 0504 06-Dec-95 5 5 4,5 4,5
NAR 24 0505 24-Jan-92 8 8 8
NAR 24 0507 09-Aug-91 8 8 8
NAR 24 A311 19-Jun-91 1 1 1
NAR 24 A320 18-Jun-94 3 3 3
NAR 24 A331 05-Dec-90 4 4 4 4
NAR 24 A340 26-Mar-90 4 4 4 4
NAR 24 A340 05-Dec-90 3 3 3
NAR 24 A340 19-Jun-91 9 9 9 9
NAR 24 A340 25-Jun-92 3 3 3
NAR 25 1002 24-Oct-89 1,5 5 5 5
NAR 25 1002 24-Sep-93 8 8 8
NCR 26 1001 09-Jan-90 All All All
NCR 26 1001 08-Jan-91 1 1 1,2
NCR 26 1001 08-Jan-91 2 2 1,2
NCR 26 1001 10-Jul-91 1 1 1,6

87
 Table 18. Profile runs with saturation spikes.
Equip Equip Lost Wrong Out Early DMI Possibly Possibly Left Right
IMS Spike Spike Lock Location Study Start Off Not Not Wheelpath Wheelpath
Spike Del Load Del Delete Del Del Del Reported Reported Spikes Spikes
LTPP State SHRP Profile Run Run Run Run Run Run Run Run Prior Prior Run Run
Region Code ID Date Time No. No. No. No. No. No. No. No. Maint Rehab No. No.
NCR 26 1001 10-Jul-91 6 6 1,6
NCR 26 1001 13-Dec-94 5 5 5,9
NCR 26 1001 13-Dec-94 9 9 5,9
NCR 26 1010 04-Jan-91 1 1
NCR 26 1010 04-Jan-91 4 4
NCR 26 1010 04-Jan-91 8 8
NCR 26 1012 09-Oct-89 1 1 1,2,3
NCR 26 1012 09-Oct-89 2 2 1,2,3
NCR 26 1012 09-Oct-89 3 3 1,2,3
NCR 26 1013 09-Oct-89 1 1 1,2,3,5
NCR 26 1013 09-Oct-89 2 2 1,2,3,5
NCR 26 1013 09-Oct-89 3 3 1,2,3,5
NCR 26 1013 09-Oct-89 5 5 1,2,3,5
NCR 26 1013 14-Sep-95 3 3 3,5,7,8
NCR 26 1013 14-Sep-95 5 5 3,5,7,8
NCR 26 1013 14-Sep-95 7 7 3,5,7,8
NCR 26 1013 14-Sep-95 8 8 3,5,7,8
NCR 26 3068 17-May-93 All All All
NCR 26 3069 17-May-93 All All All
NCR 26 4015 28-Nov-89 2 2 2,3,4
NCR 26 4015 28-Nov-89 3 3 2,3,4
NCR 26 4015 28-Nov-89 4 4 2,3,4
NCR 26 4015 23-Jul-90 3 3 3,5
NCR 26 4015 23-Jul-90 5 5 3,5
NCR 26 4015 20-Aug-90 All All All All
NCR 26 4015 27-Jun-91 4 4 4
NCR 26 6016 10-Jul-91 3 3 3,4
NCR 26 6016 10-Jul-91 4 4 3,4
NCR 26 6016 15-Sep-95 4 4 All
NCR 26 6016 15-Sep-95 5 5 All
NCR 26 6016 15-Sep-95 7 7 All
NCR 26 6016 15-Sep-95 8 8 All
NCR 26 7072 29-Nov-89 1 1 1
NCR 26 9029 08-Sep-94 1 1 1 1
NCR 26 9030 06-Oct-89 4 4 4
NCR 26 9030 22-Apr-93 5 5 5,9
NCR 26 9030 22-Apr-93 9 9 5,9
NCR 26 0213 11-Aug-95 2,3,5 2 2 2,3,5
NCR 26 0213 11-Aug-95 2,3,5 3 3 2,3,5
NCR 26 0213 11-Aug-95 2,3,5 5 5 2,3,5
NCR 26 0213 09-Apr-96 All All 2,3,4,5 All
NCR 26 0214 11-Aug-95 1,4,5,7 4 4 4,5,7
NCR 26 0214 11-Aug-95 1,4,5,7 5 5 4,5,7
NCR 26 0214 11-Aug-95 1,4,5,7 7 7 4,5,7
NCR 26 0214 09-Apr-96 2 2 2
NCR 26 0214 09-Apr-96 2 2 2,5
NCR 26 0214 09-Apr-96 5 5 2,5
NCR 26 0215 11-Aug-95 2,3 2 2 2,3
NCR 26 0215 11-Aug-95 2,3 3 3 2,3
NCR 26 0215 09-Apr-96 All All All All
NCR 26 0216 09-Apr-96 All All All All
NCR 26 0218 11-Aug-95 2,3,4,5 2 2 2,3,4,5
NCR 26 0218 11-Aug-95 2,3,4,5 3 3 2,3,4,5
NCR 26 0218 11-Aug-95 2,3,4,5 4 4 2,3,4,5
NCR 26 0218 11-Aug-95 2,3,4,5 5 5 2,3,4,5
NCR 26 0219 06-Sep-94 3 3 3
NCR 26 0219 11-Aug-95 1,2,3 All All All 2,5
NCR 26 0219 09-Apr-96 3 3 3,4,6,7 3,4,6,7
NCR 26 0219 09-Apr-96 4 4 3,4,6,7 3,4,6,7
NCR 26 0219 09-Apr-96 6 6 3,4,6,7 3,4,6,7
NCR 26 0219 09-Apr-96 7 7 3,4,6,7 3,4,6,7
NCR 26 0220 09-Apr-96 2 2 2,3,4,6 4
NCR 26 0220 09-Apr-96 3 3 2,3,4,6 4
NCR 26 0220 09-Apr-96 4 4 2,3,4,6 4
NCR 26 0220 09-Apr-96 6 6 2,3,4,6 4
NCR 26 0221 09-Apr-96 All All 5,7 All
NCR 26 0222 11-Aug-95 2,3,4,5 2 2 2,3,4,5
NCR 26 0222 11-Aug-95 2,3,4,5 3 3 2,3,4,5
NCR 26 0222 11-Aug-95 2,3,4,5 4 4 2,3,4,5
NCR 26 0222 11-Aug-95 2,3,4,5 5 5 2,3,4,5
NCR 26 0222 09-Apr-96 All All 1,2,4 All
NCR 26 0223 11-Aug-95 2,3,4,5 2 2 2,3,4,5
NCR 26 0223 11-Aug-95 2,3,4,5 3 3 2,3,4,5
NCR 26 0223 11-Aug-95 2,3,4,5 4 4 2,3,4,5
NCR 26 0223 11-Aug-95 2,3,4,5 5 5 2,3,4,5
NCR 26 0223 09-Apr-96 1 1 2,3,5, 1,2,3,5
NCR 26 0223 09-Apr-96 2 2 2,3,5, 1,2,3,5
NCR 26 0223 09-Apr-96 3 3 2,3,5, 1,2,3,5

88
 Table 18. Profile runs with saturation spikes.
Equip Equip Lost Wrong Out Early DMI Possibly Possibly Left Right
IMS Spike Spike Lock Location Study Start Off Not Not Wheelpath Wheelpath
Spike Del Load Del Delete Del Del Del Reported Reported Spikes Spikes
LTPP State SHRP Profile Run Run Run Run Run Run Run Run Prior Prior Run Run
Region Code ID Date Time No. No. No. No. No. No. No. No. Maint Rehab No. No.
NCR 26 0223 09-Apr-96 5 5 2,3,5, 1,2,3,5
NCR 26 0224 11-Aug-95 1 1 1,4,5
NCR 26 0224 11-Aug-95 4 4 1,4,5
NCR 26 0224 11-Aug-95 5 5 1,4,5
NCR 26 0224 09-Apr-96 6 6 6
NCR 26 0259 09-Apr-96 1 1 2 1
NCR 26 0259 09-Apr-96 2 2 2 1
NCR 26 0601 06-Jan-91 6 6 6
NCR 26 0601 17-May-93 All All All All
NCR 26 0602 02-Apr-90 All All 1,3,4 2,3,4,5
NCR 26 0602 06-Jan-91 All All All 1,2,6,7
NCR 26 0602 17-May-93 All All All All
NCR 26 0602 09-Sep-94 1 1 1,2,3,5
NCR 26 0602 09-Sep-94 2 2 1,2,3,5
NCR 26 0602 09-Sep-94 3 3 1,2,3,5
NCR 26 0602 09-Sep-94 5 5 1,2,3,5
NCR 26 0603 06-Jan-91 5 5 5
NCR 26 0603 28-Jun-91 1 1 1,3,4,5
NCR 26 0603 28-Jun-91 3 3 1,3,4,5
NCR 26 0603 28-Jun-91 4 4 1,3,4,5
NCR 26 0603 28-Jun-91 5 5 1,3,4,5
NCR 26 0604 06-Jan-91 1 1 1,3,4,8
NCR 26 0604 06-Jan-91 3 3 1,3,4,8
NCR 26 0604 06-Jan-91 4 4 1,3,4,8
NCR 26 0604 06-Jan-91 8 8 1,3,4,8
NCR 26 0604 28-Jun-91 All All All
NCR 26 0604 17-May-93 2,5 2 2 2,5
NCR 26 0604 17-May-93 2,5 5 5 2,5
NCR 26 0606 06-Jan-91 6 6 6
NCR 26 0606 28-Jun-91 2 2 2,3,4,5
NCR 26 0606 28-Jun-91 3 3 2,3,4,5
NCR 26 0606 28-Jun-91 4 4 2,3,4,5
NCR 26 0606 28-Jun-91 5 5 2,3,4,5
NCR 26 0607 06-Jan-91 7 7 7,8,9
NCR 26 0607 06-Jan-91 8 8 7,8,9
NCR 26 0607 06-Jan-91 9 9 7,8,9
NCR 26 0607 28-Jun-91 3 3 3
NCR 26 0608 02-Apr-90 3 3 3
NCR 26 0608 06-Jan-91 4 4 4
NCR 26 0608 28-Jun-91 All All All
NCR 26 0608 25-Sep-92 All All All
NCR 26 0659 28-Jun-91 3 3 3,4,5
NCR 26 0659 28-Jun-91 4 4 3,4,5
NCR 26 0659 28-Jun-91 5 5 3,4,5
NCR 26 0659 17-May-93 3 3 3,4,7
NCR 26 0659 17-May-93 4 4 3,4,7
NCR 26 0659 17-May-93 7 7 3,4,7
NCR 26 A310 09-Jul-91 2 2 2,5,8
NCR 26 A310 09-Jul-91 5 5 2,5,8
NCR 26 A310 09-Jul-91 8 8 2,5,8
NCR 26 A310 14-Sep-95 All All All
NCR 26 A320 14-Sep-95 All All All
NCR 26 A321 07-Jan-91 All All All
NCR 26 A321 26-Sep-92 All All All All
NCR 26 A321 15-Dec-93 All All All All
NCR 26 A321 14-Sep-95 All All All
NCR 26 A330 14-Sep-95 All All All
NCR 26 A340 14-Sep-95 2 2 2,3,5,6
NCR 26 A340 14-Sep-95 3 3 2,3,5,6
NCR 26 A340 14-Sep-95 5 5 2,3,5,6
NCR 26 A340 14-Sep-95 6 6 2,3,5,6
NCR 26 A350 09-Jul-91 2 2 2,5
NCR 26 A350 09-Jul-91 5 5 2,5
NCR 26 A350 14-Sep-95 All All All
NCR 26 B310 15-Dec-93 1 1 1,2,6,8
NCR 26 B310 15-Dec-93 2 2 1,2,6,8
NCR 26 B310 15-Dec-93 6 6 1,2,6,8
NCR 26 B310 15-Dec-93 8 8 1,2,6,8
NCR 26 B321 07-Jan-91 2 2 2
NCR 26 B321 09-Jul-91 4 4 4,7
NCR 26 B321 09-Jul-91 7 7 4,7
NCR 26 B321 15-Dec-93 1 1 1,8
NCR 26 B321 15-Dec-93 8 8 1,8
NCR 26 B321 08-Sep-94 5 5 5
NCR 26 B321 14-Sep-95 3 3 3,5,6,7
NCR 26 B321 14-Sep-95 5 5 3,5,6,7
NCR 26 B321 14-Sep-95 6 6 3,5,6,7
NCR 26 B321 14-Sep-95 7 7 3,5,6,7

89
 Table 18. Profile runs with saturation spikes.
Equip Equip Lost Wrong Out Early DMI Possibly Possibly Left Right
IMS Spike Spike Lock Location Study Start Off Not Not Wheelpath Wheelpath
Spike Del Load Del Delete Del Del Del Reported Reported Spikes Spikes
LTPP State SHRP Profile Run Run Run Run Run Run Run Run Prior Prior Run Run
Region Code ID Date Time No. No. No. No. No. No. No. No. Maint Rehab No. No.
NCR 26 B330 14-Sep-95 All All All
NCR 26 B340 15-Dec-93 All All All
NCR 26 B340 08-Sep-94 5 5 5,6
NCR 26 B340 08-Sep-94 6 6 5,6
NCR 26 B340 14-Sep-95 All All All
NCR 26 B350 09-Jul-91 3 3 3,4,8
NCR 26 B350 09-Jul-91 4 4 3,4,8
NCR 26 B350 09-Jul-91 8 8 3,4,8
NCR 26 B350 15-Dec-93 3 3 3,6,7,8
NCR 26 B350 15-Dec-93 6 6 3,6,7,8
NCR 26 B350 15-Dec-93 7 7 3,6,7,8
NCR 26 B350 15-Dec-93 8 8 3,6,7,8
NCR 26 B350 14-Sep-95 All All All
NCR 26 C310 10-Jul-91 9 9 9
NCR 26 C310 13-Dec-94 2 2 2
NCR 26 C320 10-Jul-91 1 1 1,8,9
NCR 26 C320 10-Jul-91 8 8 1,8,9
NCR 26 C320 10-Jul-91 9 9 1,8,9
NCR 26 C320 25-Sep-92 3 3 3,4,7
NCR 26 C320 25-Sep-92 4 4 3,4,7
NCR 26 C320 25-Sep-92 7 7 3,4,7
NCR 26 C330 13-Dec-94 3 3 3,5,7
NCR 26 C330 13-Dec-94 5 5 3,5,7
NCR 26 C330 13-Dec-94 7 7 3,5,7
NCR 26 C340 10-Jul-91 1 1 1,8
NCR 26 C340 10-Jul-91 8 8 1,8
NCR 26 C340 13-Dec-94 5 5 5,8,9
NCR 26 C340 13-Dec-94 8 8 5,8,9
NCR 26 C340 13-Dec-94 9 9 5,8,9
NCR 26 C350 10-Jul-91 1 1 1,2,4
NCR 26 C350 10-Jul-91 2 2 1,2,4
NCR 26 C350 10-Jul-91 4 4 1,2,4
NCR 26 C351 10-Jul-91 6 6 6,8
NCR 26 C351 10-Jul-91 8 8 6,8
NCR 26 C351 25-Sep-92 3 3 3,6
NCR 26 C351 25-Sep-92 6 6 3,6
NCR 26 D310 24-Sep-92 4 4 4,9
NCR 26 D310 24-Sep-92 9 9 4,9
NCR 26 D320 04-Jan-91 All All All All
NCR 26 D320 24-Sep-92 6 6 6
NCR 26 D320 09-Dec-93 4 4 4
NCR 26 D330 27-Jun-91 5 5 5
NCR 26 D330 09-Dec-93 1 1 1,2,3,5
NCR 26 D330 09-Dec-93 2 2 1,2,3,5
NCR 26 D330 09-Dec-93 3 3 1,2,3,5
NCR 26 D330 09-Dec-93 5 5 1,2,3,5
NCR 26 D340 09-Dec-93 3 3 3,4,5
NCR 26 D340 09-Dec-93 4 4 3,4,5
NCR 26 D340 09-Dec-93 5 5 3,4,5
NCR 26 D351 27-Jun-91 9 9 9
NCR 26 D351 24-Sep-92 9 9 9
NCR 26 D351 09-Dec-93 1 1 1,2,3,5
NCR 26 D351 09-Dec-93 2 2 1,2,3,5
NCR 26 D351 09-Dec-93 3 3 1,2,3,5
NCR 26 D351 09-Dec-93 5 5 1,2,3,5
NCR 27 1016 16-Nov-93 2 2 2,5,7
NCR 27 1016 16-Nov-93 5 5 2,5,7
NCR 27 1016 16-Nov-93 7 7 2,5,7
NCR 27 1085 19-Oct-93 4 4 4
NCR 27 4050 25-Oct-89 All All All All
NCR 27 0505 16-Nov-93 1 1 1,4
NCR 27 0505 16-Nov-93 4 4 1,4
NCR 27 0701 20-Nov-93 7 7 7,8
NCR 27 0701 20-Nov-93 8 8 7,8
NCR 27 0701 28-Jul-94 4 4 4
NCR 27 0703 09-Aug-91 4 4 4,5
NCR 27 0703 09-Aug-91 5 5 4,5
NCR 27 0706 28-Jul-94 5 5 5
NCR 27 0910 23-Nov-93 6 6 6
NCR 27 A310 16-Nov-93 All All All
NCR 27 A320 16-Nov-93 4 4 4,7
NCR 27 A320 16-Nov-93 7 7 4,7
NCR 27 A330 16-Nov-93 3 3 3,4,5
NCR 27 A330 16-Nov-93 4 4 3,4,5
NCR 27 A330 16-Nov-93 5 5 3,4,5
NCR 27 B310 13-Jul-91 2 2 2,5
NCR 27 B310 13-Jul-91 5 5 2,5
NCR 27 B310 16-Nov-93 All All All

90
 Table 18. Profile runs with saturation spikes.
Equip Equip Lost Wrong Out Early DMI Possibly Possibly Left Right
IMS Spike Spike Lock Location Study Start Off Not Not Wheelpath Wheelpath
Spike Del Load Del Delete Del Del Del Reported Reported Spikes Spikes
LTPP State SHRP Profile Run Run Run Run Run Run Run Run Prior Prior Run Run
Region Code ID Date Time No. No. No. No. No. No. No. No. Maint Rehab No. No.
NCR 27 B320 21-Feb-94 All All All
NCR 27 B340 16-Nov-93 2 2 2,3,5
NCR 27 B340 16-Nov-93 3 3 2,3,5
NCR 27 B340 16-Nov-93 5 5 2,3,5
NCR 27 B350 16-Nov-93 1 1 1,5,8
NCR 27 B350 16-Nov-93 5 5 1,5,8
NCR 27 B350 16-Nov-93 8 8 1,5,8
SR 28 1016 18-Oct-96 3 3 4 3,5
SR 28 1016 18-Oct-96 4 4 4 3,5
SR 28 1016 18-Oct-96 5 5 4 3,5
SR 28 1802 05-Jan-96 1 1 1,2 1,2
SR 28 1802 05-Jan-96 2 2 1,2 1,2
SR 28 3081 12-Feb-92 4 4 4
SR 28 3089 18-Feb-92 3 3 3
SR 28 3091 20-Feb-92 6 6 6
SR 28 3099 03-May-90 2 2 2
SR 28 5805 04-Jun-90 6 6 6
SR 28 7012 19-Jan-94 3 3 01-Sep-92 3
SR 28 0509 03-May-90 All All All
SR 28 0509 14-Nov-90 6 6 25-Sep-90 6
SR 28 A320 04-Aug-94 3 3 3
NCR 29 1002 14-Mar-93 2 2 2,3
NCR 29 1002 14-Mar-93 3 3 2,3
NCR 29 1010 15-Mar-93 2 2 2
NCR 29 4036 06-Mar-93 All All All All
NCR 29 4069 08-Mar-93 All All All All
NCR 29 5403 06-Feb-93 All All All All
NCR 29 5413 06-Feb-93 All All All All
NCR 29 6067 07-Feb-93 6 6 6
NCR 29 0601 18-May-94 4 4 4
NCR 29 0608 13-Mar-93 All All All
NCR 29 0659 18-May-94 All All All
NCR 29 0705 16-Mar-94 1 1 1
NCR 29 0707 16-Mar-97 3,4 3 3 3,4
NCR 29 0707 16-Mar-97 3,4 4 4 3,4
NCR 29 A351 12-Dec-90 3 3 3 3
NCR 29 B351 12-Dec-90 9 9 9
NCR 29 B410 05-Mar-93 2 All All All
NCR 29 B411 05-Mar-93 2 2 2,3,5
NCR 29 B411 05-Mar-93 3 3 2,3,5
NCR 29 B411 05-Mar-93 5 5 2,3,5
NCR 29 B430 05-Mar-93 All All 6 All
WR 30 1001 10-Nov-91 1 1 1
WR 30 6004 24-Aug-92 All All All 1,4
WR 30 7076 08-Oct-90 4 4 4
WR 30 8129 08-Nov-91 4 4 4
WR 30 8129 29-Sep-93 3 3 3
WR 30 0501 03-May-90 5 5 5 5
WR 30 0506 26-Aug-92 5 5 5
WR 30 0506 29-Sep-93 4 4 4
WR 30 0507 03-May-90 3 3 3
WR 30 0507 29-Sep-93 4 4 4
WR 30 0561 12-Sep-96 5 5 5
WR 30 0805 09-Nov-94 2 2 2
WR 30 0806 09-Nov-94 4 4 4
WR 30 A320 11-Oct-95 4 4 4
WR 30 A330 05-May-90 5 5 5
WR 30 A330 11-Oct-95 4 4 4,5
WR 30 A330 11-Oct-95 5 5 4,5
WR 30 A350 19-Oct-90 1 1 1
NCR 31 1030 29-Oct-95 1 1 All
NCR 31 1030 29-Oct-95 2 2 All
NCR 31 1030 29-Oct-95 3 3 All
NCR 31 1030 29-Oct-95 5 5 All
NCR 31 3033 24-Oct-93 All All All
NCR 31 6700 29-Oct-95 All All All
NCR 31 6702 28-Oct-95 2 2 2 2
NCR 31 7050 19-Sep-94 2 2 2 3
NCR 31 7050 19-Sep-94 3 3 2 3
NCR 31 0113 17-Apr-96 4 4 4
NCR 31 0118 17-Apr-96 2 2 2
NCR 31 0119 17-Apr-96 6 6 6
NCR 31 0122 01-Nov-95 4 4 4
NCR 31 0122 17-Apr-96 4 4 4
NCR 31 0123 17-Apr-96 6 6 6
NCR 31 0901 17-Apr-96 8 8 8
NCR 31 0902 17-Apr-96 4 4 4,5,8
NCR 31 0902 17-Apr-96 5 5 4,5,8

91
 Table 18. Profile runs with saturation spikes.
Equip Equip Lost Wrong Out Early DMI Possibly Possibly Left Right
IMS Spike Spike Lock Location Study Start Off Not Not Wheelpath Wheelpath
Spike Del Load Del Delete Del Del Del Reported Reported Spikes Spikes
LTPP State SHRP Profile Run Run Run Run Run Run Run Run Prior Prior Run Run
Region Code ID Date Time No. No. No. No. No. No. No. No. Maint Rehab No. No.
NCR 31 0902 17-Apr-96 8 8 4,5,8
NCR 31 0903 17-Apr-96 2 2 2 9
NCR 31 0903 17-Apr-96 9 9 2 9
NCR 31 A340 29-Oct-95 2 2 2,3,6
NCR 31 A340 29-Oct-95 3 3 2,3,6
NCR 31 A340 29-Oct-95 6 6 2,3,6
NCR 31 A410 09-May-92 1 1 1
NCR 31 B410 05-May-92 5 5 5
WR 32 1020 09-Aug-89 6 6 6
WR 32 1020 22-Mar-92 2 2 2
WR 32 1020 01-Jul-94 5 5 5
WR 32 1030 08-Sep-90 1 1 1
WR 32 A351 26-Apr-91 3 3 3
NAR 33 1001 16-Oct-89 3 3 3
NAR 33 1001 20-Feb-94 All All
NAR 33 1001 08-Apr-97 All All
NAR 34 1003 24-Nov-89 All All All 3,5
NAR 34 1003 17-Jun-92 3 3 3
NAR 34 1003 08-Jun-93 5 5 5
NAR 34 1011 22-Jun-92 1 1 1
NAR 34 1031 15-Nov-90 6 6 6
NAR 34 1033 18-Jun-92 7 7 7
NAR 34 1033 09-Jun-93 1 1 1,3
NAR 34 1033 09-Jun-93 3 3 1,3
NAR 34 1034 10-Jun-94 5 5 5
NAR 34 1638 30-Nov-89 4 4 4 4
NAR 34 1638 20-Jun-92 3 3 3
NAR 34 4042 29-Nov-89 4,5 4 4 4,5
NAR 34 4042 29-Nov-89 4,5 5 5 4,5
NAR 34 0501 14-Jun-93 6 5 5 5,6
NAR 34 0501 14-Jun-93 6 6 6 5,6
NAR 34 0559 25-Jan-92 2 2 2
NAR 34 0859 21-Jun-95 1 1 4 1,2,3
NAR 34 0859 21-Jun-95 2 2 4 1,2,3
NAR 34 0859 21-Jun-95 3 3 4 1,2,3
NAR 34 0859 21-Jun-95 4 4 4 1,2,3
NAR 34 0860 21-Jun-95 4 4 4
SR 35 1022 20-Nov-91 2 2 2
SR 35 1112 18-Apr-95 1 1 1
SR 35 2006 20-Nov-91 3 3 3 3
SR 35 6035 19-Nov-91 1 1 1
NAR 36 1008 05-Jun-90 2 5 5 5
NAR 36 1643 08-Jun-90 2 2 2,3,6
NAR 36 1643 08-Jun-90 3 3 2,3,6
NAR 36 1643 08-Jun-90 6 6 2,3,6
NAR 36 1643 19-Apr-91 2 2 2,8
NAR 36 1643 19-Apr-91 8 8 2,8
NAR 36 4017 01-Jun-94 5 5 5
NAR 36 4018 02-Nov-90 9 9 9 9
NAR 36 4018 04-Aug-93 6 6 6
NAR 36 0859 06-Sep-94 2 2 2
NAR 36 A310 08-Jun-90 4 4 4
NAR 36 A320 08-Jul-92 5 5 5
NAR 36 A321 05-Jul-95 5 5 5 5
NAR 36 A350 08-Jun-90 3 3 3
NAR 36 B320 06-Jun-90 3 3 3,4,6
NAR 36 B320 06-Jun-90 4 4 3,4,6
NAR 36 B320 21-Nov-90 6 6 6
NAR 36 B330 06-Jun-90 1 1 1
NAR 36 B330 21-Nov-90 All All
NAR 36 B331 21-Nov-90 7 7 7
NAR 36 B350 29-Jun-94 4 4 4
NAR 36 B351 06-Jun-90 3 3 3
NAR 36 B351 21-Nov-90 2 2 2
NAR 36 B352 06-Jun-90 6 6 6
NAR 36 B353 21-Nov-90 5 5 5
NAR 36 B354 06-Jun-90 1 1 1 5
NAR 36 B354 06-Jun-90 5 5 1 5
NAR 36 B354 21-Nov-90 7 7 7
NAR 36 B354 14-Sep-93 2 2 2,3
NAR 36 B354 14-Sep-93 3 3 2,3
NAR 37 1024 31-Oct-91 3 3 3
NAR 37 1024 10-Apr-92 8 8 8
NAR 37 1028 30-Jan-90 1 1 1 1 2
NAR 37 1028 30-Jan-90 1 2 2 1 2
NAR 37 1028 08-Mar-91 4 4 4
NAR 37 1030 11-Dec-89 3,4 4 4 4
NAR 37 1801 18-Mar-90 1 1 1,4

92
 Table 18. Profile runs with saturation spikes.
Equip Equip Lost Wrong Out Early DMI Possibly Possibly Left Right
IMS Spike Spike Lock Location Study Start Off Not Not Wheelpath Wheelpath
Spike Del Load Del Delete Del Del Del Reported Reported Spikes Spikes
LTPP State SHRP Profile Run Run Run Run Run Run Run Run Prior Prior Run Run
Region Code ID Date Time No. No. No. No. No. No. No. No. Maint Rehab No. No.
NAR 37 1801 18-Mar-90 4 4 1,4
NAR 37 1801 30-Oct-91 3 3 3
NAR 37 1801 07-Dec-92 2 2 2,4
NAR 37 1801 07-Dec-92 4 4 2,4
NAR 37 1802 05-Feb-90 1,5 4 4 4,5
NAR 37 1802 05-Feb-90 1,5 5 5 4,5
NAR 37 1802 01-Dec-95 5 5 5
NAR 37 1802 25-Apr-96 3 3 3 5
NAR 37 1802 25-Apr-96 5 5 3 5
NAR 37 2819 12-Apr-92 3 3 3
NAR 37 2825 30-Apr-93 2 2 2
NAR 37 2825 15-Nov-93 6 6 6
NAR 37 3008 09-Dec-92 2 2 2,4,6
NAR 37 3008 09-Dec-92 4 4 2,4,6
NAR 37 3008 09-Dec-92 6 6 2,4,6
NAR 37 3008 15-Nov-93 3 3 3
NAR 37 3011 23-Apr-93 5 5 5
NAR 37 3011 15-Dec-94 1 1 1
NAR 37 3044 20-Dec-90 2 2 2
NAR 37 3044 15-Mar-91 5 5 5 5
NAR 37 3816 20-Dec-90 3 3 3
NAR 37 3816 15-Mar-91 7 7 7
NAR 37 3816 14-Dec-92 6 6 6,8
NAR 37 3816 14-Dec-92 8 8 6,8
NAR 37 5827 07-Feb-90 1 1 1
NAR 37 0201 30-Mar-94 2 2 2,4 2,4
NAR 37 0201 30-Mar-94 4 4 2,4 2,4
NAR 37 0202 30-Mar-94 8,9 8 8 8,9
NAR 37 0202 30-Mar-94 8,9 9 9 8,9
NAR 37 0203 30-Mar-94 8 8 8
NAR 37 0204 30-Mar-94 6 6 6,9
NAR 37 0204 30-Mar-94 9 9 6,9
NAR 37 0205 30-Mar-94 3 3 3,5,7 3,4,5
NAR 37 0205 30-Mar-94 4 4 3,5,7 3,4,5
NAR 37 0205 30-Mar-94 5 5 3,5,7 3,4,5
NAR 37 0205 30-Mar-94 7 7 3,5,7 3,4,5
NAR 37 0206 30-Mar-94 4 4 4
NAR 37 0210 30-Mar-94 4 4 4
NCR 38 3006 23-Oct-89 1,2,5 All All All
NCR 38 3006 11-Jun-93 All All All
NCR 38 5002 25-Oct-89 All All All All
NCR 39 4031 27-Sep-89 3,4,5 3 3 3,4,5
NCR 39 4031 27-Sep-89 3,4,5 4 4 3,4,5
NCR 39 4031 27-Sep-89 3,4,5 5 5 3,4,5
NCR 39 5010 09-Nov-91 4,5 All All All
NCR 39 9006 01-Feb-93 All All All
NCR 39 0265 14-Aug-96 3 3 5 3
NCR 39 0265 14-Aug-96 5 5 5 3
NCR 39 0804 15-Dec-94 2 2 2
NCR 39 B410 22-Dec-92 5 5 5
NCR 39 B412 22-Dec-92 3 3 3 3,5,6
NCR 39 B412 22-Dec-92 3 5 5 3,5,6
NCR 39 B412 22-Dec-92 3 6 6 3,5,6
NCR 39 B430 22-Dec-92 2,4 2 2 2,4,7,8
NCR 39 B430 22-Dec-92 2,4 4 4 2,4,7,8
NCR 39 B430 22-Dec-92 2,4 7 7 2,4,7,8
NCR 39 B430 22-Dec-92 2,4 8 8 2,4,7,8
SR 40 4086 30-Jan-91 2 2 2
SR 40 4086 30-Mar-95 2 2 2 5
SR 40 4086 30-Mar-95 5 5 2 5
SR 40 4157 04-Apr-95 4 4 4
SR 40 0602 14-Jan-92 8 8 8
SR 40 0602 13-Jan-95 6 6 6
SR 40 0603 13-Jan-95 5 5 5
SR 40 0605 16-Mar-93 5 5 27-Aug-92 5
SR 40 0605 13-Jan-95 7 7 7
SR 40 0607 15-Jan-92 8 8 8
SR 40 0608 15-Jan-92 1 1 1
SR 40 A410 02-Sep-91 6 6 6
SR 40 B320 31-Mar-95 4 4 4
SR 40 B330 23-Mar-93 3 3 3
SR 40 B350 23-Mar-93 1 1 1
SR 40 C320 28-Jan-91 2 2 2
WR 41 5005 25-Apr-92 2 2 2
WR 41 5022 18-Nov-89 3 3 3
NAR 42 1597 04-Nov-89 5 1 1 4 1,5
NAR 42 1597 04-Nov-89 5 4 4 4 1,5
NAR 42 1597 04-Nov-89 5 5 5 4 1,5

93
 Table 18. Profile runs with saturation spikes.
Equip Equip Lost Wrong Out Early DMI Possibly Possibly Left Right
IMS Spike Spike Lock Location Study Start Off Not Not Wheelpath Wheelpath
Spike Del Load Del Delete Del Del Del Reported Reported Spikes Spikes
LTPP State SHRP Profile Run Run Run Run Run Run Run Run Prior Prior Run Run
Region Code ID Date Time No. No. No. No. No. No. No. No. Maint Rehab No. No.
NAR 42 1597 15-May-91 9 9 9
NAR 42 1598 21-Nov-89 1 1 1
NAR 42 1598 08-Nov-95 5 5 5 5
NAR 42 1605 14-May-91 6 6 6
NAR 42 1605 28-Oct-92 6 6 6
NAR 42 1606 12-Nov-89 1 1 1,3,4,5
NAR 42 1606 12-Nov-89 3 3 1,3,4,5
NAR 42 1606 12-Nov-89 4 4 1,3,4,5
NAR 42 1606 12-Nov-89 5 5 1,3,4,5
NAR 42 1606 21-May-90 1 1 1
NAR 42 1606 17-Oct-91 4 4 4
NAR 42 1608 06-Oct-93 All All All
NAR 42 1610 16-Dec-92 6 6 6
NAR 42 1613 15-May-90 2,5,7 4 4 4,8
NAR 42 1613 15-May-90 2,5,7 8 8 4,8
NAR 42 1614 06-Nov-89 1 1 1
NAR 42 1614 20-May-90 3 3 3
NAR 42 1614 11-Oct-91 5 5 5
NAR 42 1617 02-Dec-89 3,5 2 2 2,3,5
NAR 42 1617 02-Dec-89 3,5 3 3 2,3,5
NAR 42 1617 02-Dec-89 3,5 5 5 2,3,5
NAR 42 1617 15-May-90 1 1 3,4,5 1
NAR 42 1617 15-May-90 3 3 3,4,5 1
NAR 42 1617 15-May-90 4 4 3,4,5 1
NAR 42 1617 15-May-90 5 5 3,4,5 1
NAR 42 1618 06-Oct-93 4 4 4,6
NAR 42 1618 06-Oct-93 6 6 4,6
NAR 42 1623 18-Oct-93 3 3 3
NAR 42 1690 02-Oct-91 5 5 5
NAR 42 1691 10-Nov-89 1,4 1 1 1,4 1
NAR 42 1691 10-Nov-89 1,4 4 4 1,4 1
NAR 42 1691 22-Aug-90 All 6 6 6
NAR 42 3044 22-Nov-89 2 2 2
NAR 42 3044 17-May-90 1 1 1
NAR 42 5020 02-Dec-89 1 1 1 1,2
NAR 42 5020 02-Dec-89 1 2 2 1,2
NAR 42 5020 03-Dec-89 5 5 5
NAR 42 5020 16-May-90 5 1 1 1,2,3,5
NAR 42 5020 16-May-90 5 2 2 1,2,3,5
NAR 42 5020 16-May-90 5 3 3 1,2,3,5
NAR 42 5020 16-May-90 5 5 5 1,2,3,5
NAR 42 5020 15-Oct-93 5 5 5 5
NAR 42 7025 13-Nov-89 1,2 1 1 1,2,3,5
NAR 42 7025 13-Nov-89 1,2 2 2 1,2,3,5
NAR 42 7025 13-Nov-89 1,2 3 3 1,2,3,5
NAR 42 7025 13-Nov-89 1,2 5 5 1,2,3,5
NAR 42 9027 14-Sep-94 2 2 2
NAR 42 0602 13-Aug-90 3 3 3 3
NAR 42 0602 11-Oct-91 3 3 3
NAR 42 0603 04-Aug-92 3 3 3
NAR 42 0603 18-Oct-95 All All All
NAR 42 0604 13-Aug-90 4 4 4
NAR 42 0604 18-Oct-95 All All All
NAR 42 0605 13-Aug-90 3 3 3
NAR 42 0606 13-Aug-90 3 3 5 3
NAR 42 0606 13-Aug-90 5 5 5 3
NAR 42 0606 18-Oct-95 All All All
NAR 42 0607 13-Aug-90 3 3 3
NAR 42 0607 18-Oct-95 All All 8 All
NAR 42 0608 18-Oct-95 All All All
NAR 42 0660 03-Oct-91 5 5 5
NAR 42 0660 18-Oct-95 All All All
NAR 42 0661 18-Oct-95 All All All
NAR 42 0662 05-Aug-92 4 4 4,5
NAR 42 0662 05-Aug-92 5 5 4,5
NAR 42 0662 18-Oct-95 All All All
NAR 42 A310 18-May-90 1 1 1 1,5
NAR 42 A310 18-May-90 1 5 5 1,5
NAR 42 A310 19-Nov-90 1 1 05-Jun-90 1,4
NAR 42 A310 19-Nov-90 4 4 05-Jun-90 1,4
NAR 42 A330 18-May-90 1 1 1,5
NAR 42 A330 18-May-90 5 5 1,5
NAR 42 A330 19-Nov-90 2 2 2,5
NAR 42 A330 19-Nov-90 5 5 2,5
NAR 42 A330 14-May-91 4,7 2 2 2,4 4,7
NAR 42 A330 14-May-91 4,7 4 4 2,4 4,7
NAR 42 A330 14-May-91 4,7 7 7 2,4 4,7
NAR 42 A330 28-Oct-92 6 6 6

94
 Table 18. Profile runs with saturation spikes.
Equip Equip Lost Wrong Out Early DMI Possibly Possibly Left Right
IMS Spike Spike Lock Location Study Start Off Not Not Wheelpath Wheelpath
Spike Del Load Del Delete Del Del Del Reported Reported Spikes Spikes
LTPP State SHRP Profile Run Run Run Run Run Run Run Run Prior Prior Run Run
Region Code ID Date Time No. No. No. No. No. No. No. No. Maint Rehab No. No.
NAR 42 A340 18-May-90 All All
NAR 42 A340 27-Oct-93 6 6 6
NAR 42 A350 18-May-90 3 3 3 3,6
NAR 42 A350 18-May-90 3 6 6 3,6
NAR 42 A350 19-Nov-90 4 4 4
NAR 42 A350 14-May-91 4,5 4 4 4,5 4,5
NAR 42 A350 14-May-91 4,5 5 5 4,5 4,5
NAR 42 A351 18-May-90 3 2 2 2,3
NAR 42 A351 18-May-90 3 3 3 2,3
NAR 42 A351 14-May-91 All All All
NAR 42 A351 09-May-95 All All All
NAR 42 A430 19-May-90 2 2 2,6
NAR 42 A430 19-May-90 6 6 2,6
NAR 42 A430 31-Aug-95 3 3 3 3
NAR 42 B310 24-May-90 All All All All
NAR 42 B310 20-Nov-90 4 4 01-Sep-90 4,5
NAR 42 B310 20-Nov-90 5 5 01-Sep-90 4,5
NAR 42 B310 27-Oct-92 2 2 2
NAR 42 B330 24-May-90 1,2,4,5 All All All
NAR 42 B330 20-Nov-90 6 6 01-Sep-90 6
NAR 42 B330 27-Oct-92 3 3 3
NAR 42 B340 24-May-90 3,4,5 All All 3,4,5
NAR 42 B340 27-Oct-92 5 5 5
NAR 42 B340 03-Jun-94 3 3 3
NAR 42 B350 24-May-90 6 All All 1,4,6
NAR 42 B351 24-May-90 All All
NAR 42 B351 20-Nov-90 5 5 5
NAR 42 C411 17-Oct-91 2 2 2,3,4,5
NAR 42 C411 17-Oct-91 3 3 2,3,4,5
NAR 42 C411 17-Oct-91 4 4 2,3,4,5
NAR 42 C411 17-Oct-91 5 5 2,3,4,5
SR 45 7019 01-May-92 5 5 5
NCR 46 3009 13-Nov-89 All All All All All
NCR 46 3010 13-Nov-89 1,2,3,4 All All All
NCR 46 3012 16-Jun-93 9 9 9
NCR 46 3052 30-Jul-92 3 3 3
NCR 46 3052 22-Oct-93 1 All All All
NCR 46 5025 18-Nov-89 All All All
NCR 46 9106 15-Jun-93 2 2 2,9
NCR 46 9106 15-Jun-93 9 9 2,9
NCR 46 9187 16-Jun-93 All All All
NCR 46 0601 20-Oct-93 2 2 2,5
NCR 46 0601 20-Oct-93 5 5 2,5
NCR 46 0803 23-Sep-96 1 1 1,2,4,5
NCR 46 0803 23-Sep-96 2 2 1,2,4,5
NCR 46 0803 23-Sep-96 4 4 1,2,4,5
NCR 46 0803 23-Sep-96 5 5 1,2,4,5
NCR 46 0804 25-Jan-95 3 3 3,6,8
NCR 46 0804 25-Jan-95 6 6 3,6,8
NCR 46 0804 25-Jan-95 8 8 3,6,8
NCR 46 A410 03-Aug-92 All All All
NCR 46 A411 29-Jul-94 4 4 4
NCR 46 A420 03-Aug-92 3 3 3,4,7
NCR 46 A420 03-Aug-92 4 4 3,4,7
NCR 46 A420 03-Aug-92 7 7 3,4,7
NCR 46 A421 20-Jun-91 3 3 3,4
NCR 46 A421 20-Jun-91 4 4 3,4
NCR 46 A421 03-Aug-92 2 2 01-Jun-92 2,3,5
NCR 46 A421 03-Aug-92 3 3 01-Jun-92 2,3,5
NCR 46 A421 03-Aug-92 5 5 01-Jun-92 2,3,5
NCR 46 A422 03-Aug-92 2 2 01-Jun-92 2
NCR 46 A422 23-Oct-93 7 7 7,8
NCR 46 A422 23-Oct-93 8 8 7,8
NCR 46 A423 20-Jun-91 4 4 4 4
NCR 46 A430 03-Aug-92 All All All
NCR 46 A430 23-Oct-93 5 5 7 5,7
NCR 46 A430 23-Oct-93 7 7 7 5,7
SR 47 1029 07-Dec-95 5 5 5
SR 47 3109 24-Feb-94 1 1 1
SR 47 0606 08-Oct-91 4 4 4
SR 47 A310 27-Aug-92 8 8 8
SR 47 A350 16-May-90 6 6 6
SR 47 B330 30-Apr-96 1 1 1,3,6
SR 47 B330 30-Apr-96 3 3 1,3,6
SR 47 B330 30-Apr-96 6 6 1,3,6
SR 47 B350 30-Apr-96 5 5 5
SR 47 C310 14-Jun-91 2 2 2
SR 48 1048 19-Oct-90 4 4 4

95
 Table 18. Profile runs with saturation spikes.
Equip Equip Lost Wrong Out Early DMI Possibly Possibly Left Right
IMS Spike Spike Lock Location Study Start Off Not Not Wheelpath Wheelpath
Spike Del Load Del Delete Del Del Del Reported Reported Spikes Spikes
LTPP State SHRP Profile Run Run Run Run Run Run Run Run Prior Prior Run Run
Region Code ID Date Time No. No. No. No. No. No. No. No. Maint Rehab No. No.
SR 48 1050 03-Nov-92 2 2 5 2
SR 48 1050 03-Nov-92 5 5 5 2
SR 48 1130 30-Jan-95 2 2 2,6
SR 48 1130 30-Jan-95 6 6 2,6
SR 48 1183 19-Nov-92 1 1 1
SR 48 2176 24-Oct-90 1 1 1
SR 48 3679 17-Dec-91 7 7 7
SR 48 3689 03-Jun-93 7 7 7 7
SR 48 3699 10-Apr-90 4 4 4
SR 48 3779 18-Feb-91 1 1 1
SR 48 3845 22-Apr-93 1 1 1
SR 48 3875 20-Jun-96 3 3 3
SR 48 4143 08-Apr-91 3 3 3
SR 48 4146 24-Apr-91 3 3 3
SR 48 5154 09-Jun-93 5 5 5
SR 48 5287 18-Oct-91 5 5 5
SR 48 A350 12-Apr-91 5 5 5
SR 48 A350 21-Jul-94 4 4 4
SR 48 A410 30-Jun-94 3 3 3
SR 48 A502 12-Feb-93 5 5 5
SR 48 A507 19-Mar-91 5 5 5
SR 48 A507 21-Jan-92 3 3 3
SR 48 B330 18-Mar-91 4 4 4
SR 48 C410 22-Mar-93 2 2 2
SR 48 C430 13-Dec-94 4 4 4,7 7
SR 48 C430 13-Dec-94 7 7 4,7 7
SR 48 D330 26-Feb-91 1 1 1
SR 48 D350 26-Feb-91 1 1 1
SR 48 D430 08-Nov-90 6 6 6
SR 48 D430 08-Apr-91 2 2 2
SR 48 E310 19-Nov-92 2 2 2,4
SR 48 E310 19-Nov-92 4 4 2,4
SR 48 E340 19-Nov-92 6 6 6
SR 48 F330 21-Mar-91 5 5 5 5
SR 48 F340 17-Feb-93 1 1 1
SR 48 F350 29-Aug-90 1 1 1
SR 48 F350 21-Mar-91 5 5 5 5
SR 48 F350 17-Feb-93 3 3 3
SR 48 G320 23-Apr-90 6 6 6
SR 48 H330 03-Nov-94 3 3 3 3
SR 48 H340 03-Nov-92 3 3 3
SR 48 H350 16-Mar-90 3 3 3,5
SR 48 H350 16-Mar-90 5 5 3,5
SR 48 K340 06-Apr-90 3 3 3
SR 48 K350 06-Apr-90 5 5 5
SR 48 L340 18-Feb-91 3 3 3
SR 48 L350 14-Sep-90 7 7 7
SR 48 M310 01-Dec-94 3 3 3
SR 48 N310 18-Apr-91 6 6 6
SR 48 Q340 17-Sep-90 6 6 6
WR 49 1017 31-Oct-95 1 1 4 1,4
WR 49 1017 31-Oct-95 4 4 4 1,4
WR 49 A320 04-Sep-90 5 5 5
WR 49 B310 31-Oct-95 1 1 1,5 1,5
WR 49 B310 31-Oct-95 5 5 1,5 1,5
WR 49 B340 25-Oct-91 5 5 5 5
WR 49 B350 03-Sep-90 2 2 2
WR 49 B351 25-Oct-91 5 5 5 5
WR 49 B352 31-Oct-95 7 7 7
WR 49 B361 25-Oct-91 1,3,4 3 3 1,3,4
WR 49 B361 25-Oct-91 1,3,4 4 4 1,3,4
WR 49 B390 31-Oct-95 8 8 8
WR 49 C320 31-Aug-90 4 4 4
WR 49 C410 18-Sep-94 3 3 3
WR 49 E410 14-Nov-92 1 1 1
WR 49 E430 31-Jul-95 3 3 3
WR 49 E431 14-Nov-92 4 4 4
WR 49 E450 14-Nov-92 2 2 2
WR 49 E450 31-Jul-95 6 6 6
WR 49 E451 14-Nov-92 1 1 1,2,4,5 1
WR 49 E451 14-Nov-92 2 2 1,2,4,5 1
WR 49 E451 14-Nov-92 4 4 1,2,4,5 1
WR 49 E451 14-Nov-92 5 5 1,2,4,5 1
WR 49 E451 12-Nov-93 5 5 5,9
WR 49 E451 12-Nov-93 9 9 5,9
WR 49 E454 12-Nov-93 2 2 2
WR 49 E455 14-Nov-92 3 3 3
WR 49 E455 31-Jul-95 4 4 4

96
 Table 18. Profile runs with saturation spikes.
Equip Equip Lost Wrong Out Early DMI Possibly Possibly Left Right
IMS Spike Spike Lock Location Study Start Off Not Not Wheelpath Wheelpath
Spike Del Load Del Delete Del Del Del Reported Reported Spikes Spikes
LTPP State SHRP Profile Run Run Run Run Run Run Run Run Prior Prior Run Run
Region Code ID Date Time No. No. No. No. No. No. No. No. Maint Rehab No. No.
WR 49 E458 31-Jul-95 2 2 2
NAR 50 1002 18-Feb-94 All All
NAR 50 1004 08-May-91 1 1 1,6,9
NAR 50 1004 08-May-91 6 6 1,6,9
NAR 50 1004 08-May-91 9 9 1,6,9
NAR 50 1682 07-Jun-90 5 5 5
NAR 50 1682 22-Jul-92 4 4 4
NAR 50 1683 23-Oct-89 3 3 3
NAR 50 1683 07-Jun-90 2 2 2 2
NAR 50 1683 22-Jul-92 5 5 5
NAR 51 1002 05-Dec-92 5 5 5 5
NAR 51 1023 31-Jan-90 2 2 2 5
NAR 51 1023 31-Jan-90 5 5 2 5
NAR 51 1023 07-Dec-90 7 7 7
NAR 51 1417 07-Dec-89 1 1 1,4
NAR 51 1417 07-Dec-89 4 4 1,4
NAR 51 1417 22-Mar-90 3,4,5,6 1 1 1,3,4,5,6
NAR 51 1417 22-Mar-90 3,4,5,6 3 3 1,3,4,5,6
NAR 51 1417 22-Mar-90 3,4,5,6 4 4 1,3,4,5,6
NAR 51 1417 22-Mar-90 3,4,5,6 5 5 1,3,4,5,6
NAR 51 1417 22-Mar-90 3,4,5,6 6 6 1,3,4,5,6
NAR 51 1417 13-Dec-95 4 4 4 4
NAR 51 1423 08-Nov-94 3 3 3
NAR 51 1464 10-Dec-89 2 2 2
NAR 51 1464 11-Dec-89 4 4 4 4
NAR 51 2004 05-Feb-90 5 5 5
NAR 51 2004 09-Nov-94 2 2 2
NAR 51 2004 05-Jan-96 3 3 3 3
NAR 51 2021 21-Mar-90 6 6 6
NAR 51 2021 18-Dec-90 3 3 3,4
NAR 51 2021 18-Dec-90 4 4 3,4
NAR 51 2021 08-Nov-94 6 6 6
NAR 51 2564 11-Dec-89 All All All
NAR 51 5008 15-Dec-92 6 6 6
NAR 51 5008 19-Dec-94 1 1 1,4
NAR 51 5008 19-Dec-94 4 4 1,4
NAR 51 5009 07-Dec-89 1 1 1
NAR 51 5010 07-Dec-89 All All All
NAR 51 5010 13-Dec-95 5 5 5
NAR 51 0115 24-Apr-96 3 3 3,6,7
NAR 51 0115 24-Apr-96 6 6 3,6,7
NAR 51 0115 24-Apr-96 7 7 3,6,7
NAR 51 0123 24-Apr-96 All All All
NAR 51 A310 01-Feb-90 1 1 1,4 1
NAR 51 A310 01-Feb-90 4 4 1,4 1
NAR 51 A320 01-Feb-90 1 1 1 1,5
NAR 51 A320 01-Feb-90 1 5 5 1,5
NAR 51 A340 01-Feb-90 1 1 1,3
NAR 51 A340 01-Feb-90 3 3 1,3
WR 53 1006 01-Aug-91 5 5 5,6
WR 53 1006 01-Aug-91 6 6 5,6
WR 53 1006 04-May-93 4 4 4
WR 53 3019 29-May-92 5 5 5
WR 53 3019 01-Sep-94 5 5 5
WR 53 0210 18-Nov-95 1 1 1,4
WR 53 0210 18-Nov-95 4 4 1,4
WR 53 A310 27-Jul-90 1 1 1
WR 53 A320 27-Jul-90 5 5 5
WR 53 B310 30-Jul-90 4 4 4
WR 53 B330 30-Jul-90 5 5 5
WR 53 B330 03-Sep-96 1 1 1
NAR 54 1640 15-Nov-89 3,5 2 2 2 3,4,5
NAR 54 1640 15-Nov-89 3,5 3 3 2 3,4,5
NAR 54 1640 15-Nov-89 3,5 4 4 2 3,4,5
NAR 54 1640 15-Nov-89 3,5 5 5 2 3,4,5
NAR 54 5007 20-Sep-90 5,6,7,8 5 5 5
NAR 54 5007 30-Apr-92 4 4 4
NAR 54 5007 04-Nov-92 5 5 01-Sep-92 5
NAR 54 7008 15-Nov-89 1 1 1
NAR 54 7008 29-Apr-92 2 2 2
NCR 55 3009 18-Aug-93 All All All
NCR 55 3010 18-Aug-93 2 2 2,3,4,5
NCR 55 3010 18-Aug-93 3 3 2,3,4,5
NCR 55 3010 18-Aug-93 4 4 2,3,4,5
NCR 55 3010 18-Aug-93 5 5 2,3,4,5
NCR 55 3015 20-Aug-93 4 4 4,5,8
NCR 55 3015 20-Aug-93 5 5 4,5,8
NCR 55 3015 20-Aug-93 8 8 4,5,8

97
 Table 18. Profile runs with saturation spikes.
Equip Equip Lost Wrong Out Early DMI Possibly Possibly Left Right
IMS Spike Spike Lock Location Study Start Off Not Not Wheelpath Wheelpath
Spike Del Load Del Delete Del Del Del Reported Reported Spikes Spikes
LTPP State SHRP Profile Run Run Run Run Run Run Run Run Prior Prior Run Run
Region Code ID Date Time No. No. No. No. No. No. No. No. Maint Rehab No. No.
NCR 55 3016 20-Aug-93 2 2 2,9 9
NCR 55 3016 20-Aug-93 9 9 2,9 9
NCR 55 5040 19-Aug-93 1 1 1,4
NCR 55 5040 19-Aug-93 4 4 1,4
NCR 55 6352 20-Sep-95 All All All All
NCR 55 6353 15-Feb-94 5 5 5,6
NCR 55 6353 15-Feb-94 6 6 5,6
NCR 55 6353 02-Aug-94 3 3 3,7
NCR 55 6353 02-Aug-94 7 7 3,7
NCR 55 6353 15-Oct-94 5 5 5
NCR 55 6353 20-Sep-95 All All All
NCR 55 6354 02-Aug-94 4 4 4
NCR 55 6354 20-Sep-95 All All All
NCR 55 6355 20-Sep-95 All All All
NCR 55 0901 21-Aug-93 3 3 3,4,5
NCR 55 0901 21-Aug-93 4 4 3,4,5
NCR 55 0901 21-Aug-93 5 5 3,4,5
NCR 55 0901 18-Sep-95 3 3 3 All
NCR 55 0901 18-Sep-95 3 4 4 All
NCR 55 0901 18-Sep-95 3 5 5 All
NCR 55 0901 18-Sep-95 3 6 6 All
NCR 55 0902 18-Sep-95 3 3 3 3
NCR 55 0903 18-Sep-95 2,7 All All All
NCR 55 0907 18-Sep-95 2 2 All
NCR 55 0907 18-Sep-95 5 5 All
NCR 55 0907 18-Sep-95 6 6 All
NCR 55 0907 18-Sep-95 7 7 All
NCR 55 0908 18-Sep-95 2 2 2 2,4,6
NCR 55 0909 18-Sep-95 1 1 1,5
NCR 55 0909 18-Sep-95 5 5 1,5
WR 56 1007 22-Oct-90 5 5 5
WR 56 1007 15-May-95 2 2 2
WR 56 1007 13-Oct-95 5 5 5
WR 56 7772 05-Oct-93 5 5 5
WR 56 A310 13-Oct-95 5 5 5
WR 56 A320 05-Oct-93 3 3 3
WR 56 A362 23-Sep-91 1 1 1
WR 56 B310 17-Oct-95 5 5 5
WR 81 1804 19-Jun-91 2 2 2,4,5
WR 81 1804 19-Jun-91 4 4 2,4,5
WR 81 1804 19-Jun-91 5 5 2,4,5
WR 81 2812 09-May-90 All All 1,2 All
WR 82 9017 18-May-91 2 2 2
NCR 83 1801 21-Oct-89 3 3 3,4
NCR 83 1801 21-Oct-89 4 4 3,4
NCR 83 3802 18-Oct-89 All All All
NCR 83 3802 24-Jan-95 1 1 1,3
NCR 83 3802 24-Jan-95 3 3 1,3
NCR 83 6450 18-Oct-89 3 3 3,4,5
NCR 83 6450 18-Oct-89 4 4 3,4,5
NCR 83 6450 18-Oct-89 5 5 3,4,5
NCR 83 6454 20-Oct-89 1 1 1,2,3,5
NCR 83 6454 20-Oct-89 2 2 1,2,3,5
NCR 83 6454 20-Oct-89 3 3 1,2,3,5
NCR 83 6454 20-Oct-89 5 5 1,2,3,5
NCR 83 0502 19-Oct-89 2 2 2,3,4,5
NCR 83 0502 19-Oct-89 3 3 2,3,4,5
NCR 83 0502 19-Oct-89 4 4 2,3,4,5
NCR 83 0502 19-Oct-89 5 5 2,3,4,5
NCR 83 0502 26-Aug-92 2 2 2
NCR 83 0502 18-Jul-94 2 2 2
NCR 83 0503 19-Oct-89 1 1 1,3,4,5
NCR 83 0503 19-Oct-89 3 3 1,3,4,5
NCR 83 0503 19-Oct-89 4 4 1,3,4,5
NCR 83 0503 19-Oct-89 5 5 1,3,4,5
NCR 83 0503 15-Jul-91 1 1 1
NCR 83 0503 26-Aug-92 1 1 1,3,7
NCR 83 0503 26-Aug-92 3 3 1,3,7
NCR 83 0503 26-Aug-92 7 7 1,3,7
NCR 83 0503 18-Jul-94 4 4 4,5
NCR 83 0503 18-Jul-94 5 5 4,5
NCR 83 0504 20-Oct-89 1 1 1,3,4,5
NCR 83 0504 20-Oct-89 3 3 1,3,4,5
NCR 83 0504 20-Oct-89 4 4 1,3,4,5
NCR 83 0504 20-Oct-89 5 5 1,3,4,5
NCR 83 0504 26-Aug-92 1 1 1
NCR 83 0504 18-Jul-94 9 9 9
NCR 83 0505 20-Oct-89 All All All

98
 Table 18. Profile runs with saturation spikes.
Equip Equip Lost Wrong Out Early DMI Possibly Possibly Left Right
IMS Spike Spike Lock Location Study Start Off Not Not Wheelpath Wheelpath
Spike Del Load Del Delete Del Del Del Reported Reported Spikes Spikes
LTPP State SHRP Profile Run Run Run Run Run Run Run Run Prior Prior Run Run
Region Code ID Date Time No. No. No. No. No. No. No. No. Maint Rehab No. No.
NCR 83 0505 26-Aug-92 5 5 5,7
NCR 83 0505 26-Aug-92 7 7 5,7
NCR 83 0506 19-Oct-89 All All All
NCR 83 0506 26-Aug-92 1 1 1,2,3,7
NCR 83 0506 26-Aug-92 2 2 1,2,3,7
NCR 83 0506 26-Aug-92 3 3 1,2,3,7
NCR 83 0506 26-Aug-92 7 7 1,2,3,7
NCR 83 0506 18-Jul-94 6 6 6,8
NCR 83 0506 18-Jul-94 8 8 6,8
NCR 83 0507 20-Oct-89 4 1 1 1,2,4,5
NCR 83 0507 20-Oct-89 4 2 2 1,2,4,5
NCR 83 0507 20-Oct-89 4 4 4 1,2,4,5
NCR 83 0507 20-Oct-89 4 5 5 1,2,4,5
NCR 83 0507 25-May-90 1 1 1
NCR 83 0508 19-Oct-89 1 1 1,2,3,4
NCR 83 0508 19-Oct-89 2 2 1,2,3,4
NCR 83 0508 19-Oct-89 3 3 1,2,3,4
NCR 83 0508 19-Oct-89 4 4 1,2,3,4
NCR 83 0508 18-Jul-94 1 1 1,2,4
NCR 83 0508 18-Jul-94 2 2 1,2,4
NCR 83 0508 18-Jul-94 4 4 1,2,4
NCR 83 0509 19-Oct-89 1 1 1,3,4,5
NCR 83 0509 19-Oct-89 3 3 1,3,4,5
NCR 83 0509 19-Oct-89 4 4 1,3,4,5
NCR 83 0509 19-Oct-89 5 5 1,3,4,5
NCR 83 0509 29-Apr-95 All All 1,2,5 2,3,5,7
NCR 83 A320 16-Jul-91 All All 8,9 All
NCR 83 A320 27-Aug-92 5 5 5,6
NCR 83 A320 27-Aug-92 6 6 5,6
NAR 84 1802 23-Jul-90 3 3 3 3
NAR 84 1802 20-Aug-91 3 3 3
NAR 84 3803 20-Aug-91 1,4,5 1 1 1,2,4,5
NAR 84 3803 20-Aug-91 1,4,5 2 2 1,2,4,5
NAR 84 3803 20-Aug-91 1,4,5 4 4 1,2,4,5
NAR 84 3803 20-Aug-91 1,4,5 5 5 1,2,4,5
NAR 84 6804 20-Aug-91 2 2 2 2
NAR 84 6804 13-Aug-95 3 3 3,4,6
NAR 84 6804 13-Aug-95 4 4 3,4,6
NAR 84 6804 13-Aug-95 6 6 3,4,6
NAR 85 1801 05-Oct-89 3 3 3
NAR 85 1801 25-Aug-91 5 5 5
NAR 85 1803 08-Oct-89 2 2 2,6
NAR 85 1803 08-Oct-89 6 6 2,6
NAR 86 6802 26-Jul-90 2 2 2.8
NAR 86 6802 26-Jul-90 8 8 2.8
NAR 86 6802 22-Aug-91 3,8 8 8 8,9
NAR 86 6802 22-Aug-91 3,8 9 9 8,9
NAR 86 6802 20-Sep-92 5 5 5 5
NAR 87 1620 06-Sep-89 4 4 4,5
NAR 87 1620 06-Sep-89 5 5 4,5
NAR 87 1622 20-Aug-92 3 3 3,5,6
NAR 87 1622 20-Aug-92 5 5 3,5,6
NAR 87 1622 20-Aug-92 6 6 3,5,6
NAR 87 1622 16-Feb-94 1 1 1
NAR 87 1622 06-Apr-94 1 1 1,3,4,5
NAR 87 1622 06-Apr-94 3 3 1,3,4,5
NAR 87 1622 06-Apr-94 4 4 1,3,4,5
NAR 87 1622 06-Apr-94 5 5 1,3,4,5
NAR 87 1680 19-Jun-90 2 2 2,4,5,6
NAR 87 1680 19-Jun-90 4 4 2,4,5,6
NAR 87 1680 19-Jun-90 5 5 2,4,5,6
NAR 87 1680 19-Jun-90 6 6 2,4,5,6
NAR 87 1680 10-Jul-91 2 2 2 2
NAR 87 2811 15-Jun-90 4 4 4
NAR 87 2811 15-Aug-92 All All All
NAR 87 A310 20-Oct-90 4 4 2,4,5,8
NAR 87 A310 20-Oct-90 5 5 2,4,5,8
NAR 87 A310 25-Apr-91 7 7 7
NAR 87 A320 18-Jun-90 6 6 6
NAR 87 A320 25-Apr-91 All All All
NAR 87 A340 18-Jun-90 2 2 2
NAR 87 B310 20-Aug-92 All All All
NAR 87 B311 19-Oct-90 All All All All
NAR 87 B320 19-Oct-90 2 2 2,5
NAR 87 B320 19-Oct-90 5 5 2,5
NAR 87 B320 20-Aug-92 2 2 2,3,5,6
NAR 87 B320 20-Aug-92 3 3 2,3,5,6
NAR 87 B320 20-Aug-92 5 5 2,3,5,6

99
 Table 18. Profile runs with saturation spikes.
Equip Equip Lost Wrong Out Early DMI Possibly Possibly Left Right
IMS Spike Spike Lock Location Study Start Off Not Not Wheelpath Wheelpath
Spike Del Load Del Delete Del Del Del Reported Reported Spikes Spikes
LTPP State SHRP Profile Run Run Run Run Run Run Run Run Prior Prior Run Run
Region Code ID Date Time No. No. No. No. No. No. No. No. Maint Rehab No. No.
NAR 87 B320 20-Aug-92 6 6 2,3,5,6
NAR 87 B330 20-Aug-92 3 3 3,6
NAR 87 B330 20-Aug-92 6 6 3,6
NAR 87 B340 19-Oct-90 3 3 3,5,7
NAR 87 B340 19-Oct-90 5 5 3,5,7
NAR 87 B340 19-Oct-90 7 7 3,5,7
NAR 87 B360 08-Sep-93 4 4 4
NAR 88 1646 21-Aug-91 6 6 6
NAR 88 1646 22-Sep-92 4 4 4
NAR 88 1647 29-Sep-89 3 3 3
NAR 89 1021 23-Sep-89 1 1 1,3,5
NAR 89 1021 23-Sep-89 3 3 1,3,5
NAR 89 1021 23-Sep-89 5 5 1,3,5
NAR 89 1021 24-Jun-90 2 2 2
NAR 89 1021 16-Jul-91 3 3 3,6
NAR 89 1021 16-Jul-91 6 6 3,6
NAR 89 1021 25-Aug-92 7 7 7
NAR 89 1021 19-Jul-94 3 3 3
NAR 89 1125 25-Sep-89 2 2 2 2
NAR 89 1125 22-Jun-90 5 1 1 1,4,5
NAR 89 1125 22-Jun-90 5 4 4 1,4,5
NAR 89 1125 22-Jun-90 5 5 5 1,4,5
NAR 89 1125 27-Aug-92 All All All
NAR 89 1127 25-Sep-89 1,2,4 2 2 2
NAR 89 1127 22-Jun-90 6 6 6 6
NAR 89 1127 27-Apr-94 4 4 4
NAR 89 1127 20-Jul-94 2 2 2
NAR 89 2011 21-Sep-89 1 1 1,3,4,6
NAR 89 2011 21-Sep-89 3 3 1,3,4,6
NAR 89 2011 21-Sep-89 4 4 1,3,4,6
NAR 89 2011 21-Sep-89 6 6 1,3,4,6
NAR 89 2011 21-Jun-90 All All All
NAR 89 2011 13-Jul-91 1 4 4 4
NAR 89 2011 27-Aug-92 5 5 5 5,6
NAR 89 2011 27-Aug-92 5 6 6 5,6
NAR 89 2011 11-Aug-93 All All All All
NAR 89 2011 22-Jul-94 1 1 1,3,4,5
NAR 89 2011 22-Jul-94 3 3 1,3,4,5
NAR 89 2011 22-Jul-94 4 4 1,3,4,5
NAR 89 2011 22-Jul-94 5 5 1,3,4,5
NAR 89 3002 22-Sep-89 3,4 3 3 3,4
NAR 89 3002 22-Sep-89 3,4 4 4 3,4
NAR 89 3002 12-Jul-91 All All All 2,3,4,5
NAR 89 3015 19-Jul-94 8 8 8
NAR 89 3016 23-Sep-89 2 2 2
NAR 89 3016 22-Jun-90 1 1 1
NAR 89 3016 04-Sep-91 5 5 5,7
NAR 89 3016 04-Sep-91 7 7 5,7
NAR 89 3016 26-Aug-92 1 1 1 1,2
NAR 89 3016 26-Aug-92 1 2 2 1,2
NAR 89 3016 07-May-96 All All All
NAR 89 9018 23-Sep-89 3 3 3,5
NAR 89 9018 23-Sep-89 5 5 3,5
NAR 89 9018 18-Jul-95 5 5 5
NAR 89 A340 25-Aug-92 6 6 6
NAR 89 A350 19-Jul-95 4 4 4
NCR 90 6400 21-Oct-89 1 1 1,2,3,4
NCR 90 6400 21-Oct-89 2 2 1,2,3,4
NCR 90 6400 21-Oct-89 3 3 1,2,3,4
NCR 90 6400 21-Oct-89 4 4 1,2,3,4
NCR 90 6400 25-Jun-95 All All All
NCR 90 6405 22-Oct-89 1 1 1,2,3,5
NCR 90 6405 22-Oct-89 2 2 1,2,3,5
NCR 90 6405 22-Oct-89 3 3 1,2,3,5
NCR 90 6405 22-Oct-89 5 5 1,2,3,5
NCR 90 6405 12-Jun-93 9 9 9
NCR 90 6405 17-Apr-94 2 2 2,6,8
NCR 90 6405 17-Apr-94 6 6 2,6,8
NCR 90 6405 17-Apr-94 8 8 2,6,8
NCR 90 6410 22-Oct-89 1 1 1
NCR 90 6410 30-May-90 6 6 6
NCR 90 6410 24-Jun-95 2 2 2,3,4,5
NCR 90 6410 24-Jun-95 3 3 2,3,4,5
NCR 90 6410 24-Jun-95 4 4 2,3,4,5
NCR 90 6410 24-Jun-95 5 5 2,3,4,5
NCR 90 6412 20-Jul-94 5 5 5,6,7,9
NCR 90 6412 20-Jul-94 6 6 5,6,7,9
NCR 90 6412 20-Jul-94 7 7 5,6,7,9

100
 Table 18. Profile runs with saturation spikes.
Equip Equip Lost Wrong Out Early DMI Possibly Possibly Left Right
IMS Spike Spike Lock Location Study Start Off Not Not Wheelpath Wheelpath
Spike Del Load Del Delete Del Del Del Reported Reported Spikes Spikes
LTPP State SHRP Profile Run Run Run Run Run Run Run Run Prior Prior Run Run
Region Code ID Date Time No. No. No. No. No. No. No. No. Maint Rehab No. No.
NCR 90 6412 20-Jul-94 9 9 5,6,7,9
NCR 90 6412 24-Jun-95 4 4 4,5
NCR 90 6412 24-Jun-95 5 5 4,5
NCR 90 A352 17-Jul-91 4 4 4,8
NCR 90 A352 17-Jul-91 8 8 4,8
NCR 90 B351 12-Jun-93 7 7 7

101
102
APPENDIX F. SUMMARY OF ALL LOST LOCK PROFILE RUNS
Table 19. Profile runs with lost lock.
Equip Lost Wrong Out Early DMI Possibly Possibly Left Whp Right Whp
IMS Spike Lock Location Study Start Off Not Not Lost Lost
Spike Del Del Del Del Del Del Reported Reported Lock Lock
LTPP State SHRP Profile Run Run Run Run Run Run Run Prior Prior Run Run
Region Code ID Date Time No. No. No. No. No. No. No. Maint Rehab No. No.
SR 1 1001 18-Feb-94 All All All
SR 1 6019 08-Aug-94 All All
SR 1 0101 12-Aug-93 1 All
SR 1 0101 12-Aug-93 2 All
SR 1 0101 12-Aug-93 3 All
SR 1 0101 12-Aug-93 4 4 All
SR 1 0101 12-Aug-93 5 All
SR 1 0101 25-Aug-94 All All
SR 1 0102 12-Aug-93 All All
SR 1 0103 12-Aug-93 All All
SR 1 0103 25-Aug-94 All All
SR 1 0104 12-Aug-93 All All
SR 1 0104 25-Aug-94 All All
SR 1 0105 11-Aug-93 All All
SR 1 0105 25-Aug-94 All All
SR 1 0106 12-Aug-93 All All
SR 1 0106 25-Aug-94 All All
SR 1 0107 11-Aug-93 All All
SR 1 0107 25-Aug-94 All All
SR 1 0108 11-Aug-93 All All
SR 1 0108 25-Aug-94 All All
SR 1 0109 11-Aug-93 All All
SR 1 0109 24-Aug-94 1 All
SR 1 0109 24-Aug-94 2 All
SR 1 0109 24-Aug-94 3 All
SR 1 0109 24-Aug-94 4 All
SR 1 0109 24-Aug-94 5 All
SR 1 0110 11-Aug-93 All All
SR 1 0110 25-Aug-94 All All
SR 1 0111 11-Aug-93 All All
SR 1 0111 25-Aug-94 All All
SR 1 0112 11-Aug-93 All All
SR 1 0112 25-Aug-94 All All
SR 1 0161 11-Aug-93 All All
SR 1 0161 25-Aug-94 All All
SR 1 0162 12-Aug-93 All All
SR 1 0162 25-Aug-94 All All
SR 1 0163 25-Aug-94 All All
SR 1 0502 01-Apr-92 1 1 1
SR 1 A320 24-Aug-94 All All
SR 1 A320 19-Dec-95 All All
SR 1 A340 24-Aug-94 All All
SR 1 C320 09-Aug-94 All All
WR 4 1002 09-Aug-96 All 13-May-96 All
WR 4 1003 21-Jan-92 All All
WR 4 1024 10-Feb-93 All All
WR 4 1025 03-Apr-90 All All
WR 4 1065 02-Apr-90 All All
WR 4 0601 12-Feb-93 All All All
WR 4 A350 05-Feb-93 2 2,4,5,6 2,4,5,6
WR 4 A350 05-Feb-93 4 2,4,5,6 2,4,5,6
WR 4 A350 05-Feb-93 5 2,4,5,6 2,4,5,6
WR 4 A350 05-Feb-93 6 2,4,5,6 2,4,5,6
WR 4 A350 28-Jan-94 2 2 2
WR 4 B320 21-Mar-95 4 4,5
WR 4 B320 21-Mar-95 5 4,5
WR 4 B330 21-Mar-95 3 3,4,5
WR 4 B330 21-Mar-95 4 3,4,5
WR 4 B330 21-Mar-95 5 01-Aug-94 3,4,5
SR 5 3058 27-Sep-94 1 All
SR 5 3058 27-Sep-94 2 2 All
SR 5 3058 27-Sep-94 3 All
SR 5 3058 27-Sep-94 4 All
SR 5 3058 27-Sep-94 5 All
SR 5 A320 28-Sep-94 All All
SR 5 A330 28-Sep-94 All All
WR 6 2053 23-Mar-93 All All
WR 6 0509 11-Feb-92 5 5 5 5

103
 Table 19. Profile runs with lost lock.
Equip Lost Wrong Out Early DMI Possibly Possibly Left Whp Right Whp
IMS Spike Lock Location Study Start Off Not Not Lost Lost
Spike Del Del Del Del Del Del Reported Reported Lock Lock
LTPP State SHRP Profile Run Run Run Run Run Run Run Prior Prior Run Run
Region Code ID Date Time No. No. No. No. No. No. No. Maint Rehab No. No.
WR 8 0506 28-May-91 1 1
NAR 10 1450 13-Nov-90 5 5
NAR 10 4002 27-Mar-90 1 1,3-5
NAR 10 4002 27-Mar-90 3 1,3-5
NAR 10 4002 27-Mar-90 4 1,3-5
NAR 10 4002 27-Mar-90 5 1,3-5
NAR 10 4002 04-Dec-90 All All
NAR 10 5004 15-Nov-90 All All
NAR 10 5005 16-Nov-95 All 01-May-95 All
SR 12 4097 30-Aug-94 All All
SR 12 4100 26-Aug-94 All All
SR 12 4108 29-Aug-94 All All
SR 12 4135 02-Sep-94 All All
SR 12 4137 02-Sep-94 All All
SR 12 A310 02-Jul-91 All All
SR 12 A320 07-Sep-94 1 All
SR 12 A320 07-Sep-94 2 All
SR 12 A320 07-Sep-94 3 All
SR 12 A320 07-Sep-94 4 4 All
SR 12 A320 07-Sep-94 5 All
SR 12 A320 30-Jun-96 All All
SR 12 A321 02-Jul-91 All All
SR 12 A321 07-Sep-94 All All
SR 12 B320 04-Apr-94 All All
SR 12 C320 05-Sep-94 All All
SR 13 1031 25-Jan-96 3 3 3
SR 13 1031 16-Oct-96 2 2,5
SR 13 1031 16-Oct-96 5 5 2,5
SR 13 3007 03-Aug-90 4 4
SR 13 0501 13-Jun-94 All 07-Jun-93 All
SR 13 0501 07-May-96 All All All
SR 13 0502 13-Jun-94 All 16-Jun-93 All
SR 13 0503 13-Jun-94 All 08-Jun-93 All
SR 13 0504 13-Jun-94 All 16-Jun-93 All
SR 13 0505 13-Jun-94 All 16-Jun-93 All
SR 13 0506 13-Jun-94 All 07-Jun-93 All
SR 13 0507 13-Jun-94 All 16-Jun-93 All
SR 13 0508 13-Jun-94 All 16-Jun-93 All
SR 13 0509 13-Jun-94 All 16-Jun-93 All
SR 13 0560 14-Jun-94 All 15-Jun-93 All
SR 13 0561 14-Jun-94 All 15-Jun-93 All
SR 13 0562 14-Jun-94 All 17-Jun-93 All
SR 13 0563 14-Jun-94 All 17-Jun-93 All
SR 13 0564 14-Jun-94 All 17-Jun-93 All
SR 13 0565 14-Jun-94 All 18-Jun-93 All
SR 13 0566 14-Jun-94 All 18-Jun-93 All
SR 13 0567 14-Jun-94 All 18-Jun-93 All
SR 13 0567 08-May-96 4 4
WR 16 1005 08-Aug-91 All All
WR 16 9032 27-Oct-89 1 1,2 1,2
WR 16 9032 27-Oct-89 2 1,2 1,2
NCR 17 5217 08-Oct-92 All 9 All
NCR 17 5423 08-Oct-92 All All 1,5,7
NCR 17 0607 01-Oct-92 All All
NCR 17 A320 11-Dec-90 All All
NCR 18 1028 15-Dec-90 5 5
NCR 18 2009 03-Oct-89 2 2,4
NCR 18 2009 03-Oct-89 4 2,4
NCR 18 5528 09-Sep-91 All All
NCR 18 5538 09-Sep-91 All All
NCR 19 0110 01-Apr-96 All All
NCR 19 0111 01-Apr-96 All All
NCR 19 0112 16-Apr-96 All All
NCR 19 0159 16-Apr-96 All All
NCR 19 0214 16-Feb-95 5 5 5
NCR 19 0703 01-Nov-93 1 1
NCR 20 6026 19-Apr-92 All All All
NCR 20 9037 11-Apr-90 2 2
NCR 20 0162 01-Apr-96 1 1 1
NCR 20 0201 14-Aug-92 All All
NCR 20 0903 01-Apr-96 All All
NCR 20 B350 22-Apr-96 All All All

104
 Table 19. Profile runs with lost lock.
Equip Lost Wrong Out Early DMI Possibly Possibly Left Whp Right Whp
IMS Spike Lock Location Study Start Off Not Not Lost Lost
Spike Del Del Del Del Del Del Reported Reported Lock Lock
LTPP State SHRP Profile Run Run Run Run Run Run Run Prior Prior Run Run
Region Code ID Date Time No. No. No. No. No. No. No. Maint Rehab No. No.
NCR 21 6043 12-Jan-91 1 1
NAR 23 1001 18-Sep-93 2 All
NAR 23 1001 18-Sep-93 5 5 All
NAR 23 1001 18-Sep-93 6 All
NAR 23 1001 18-Sep-93 7 All
NAR 23 1001 18-Sep-93 8 8 All
NAR 23 1001 14-Aug-95 All All
NAR 23 1009 22-Aug-94 All All
NAR 23 1012 01-Oct-90 All All
NAR 23 1012 19-Sep-93 All All
NAR 23 1026 05-Oct-90 All All
NAR 23 0501 20-Aug-94 All All
NAR 23 0502 20-Aug-94 All All
NAR 23 0503 20-Aug-94 All All
NAR 23 0504 20-Aug-94 All All
NAR 23 0504 15-Aug-95 All 27-Jun-95 All
NAR 23 0505 20-Aug-94 All All
NAR 23 0505 15-Aug-95 All 27-Jun-95 All
NAR 23 0506 20-Aug-94 All All
NAR 23 0506 15-Aug-95 All 27-Jun-95 All
NAR 23 0507 20-Aug-94 All All
NAR 23 0508 20-Aug-94 All 5 All
NAR 23 0508 15-Aug-95 4 27-Jun-95 All
NAR 23 0508 15-Aug-95 5 27-Jun-95 All
NAR 23 0508 15-Aug-95 7 27-Jun-95 All
NAR 23 0508 15-Aug-95 8 27-Jun-95 All
NAR 23 0508 15-Aug-95 9 9 27-Jun-95 All
NAR 23 0509 20-Aug-94 All All
NAR 23 0509 15-Aug-95 All 27-Jun-95 All
NAR 23 0559 20-Aug-94 All All
NAR 23 0559 15-Aug-95 All 27-Jun-95 All
NAR 24 1632 25-Mar-90 All All All
NAR 24 2401 10-Oct-90 All All
NAR 24 5807 12-Nov-90 All 01-Sep-90 All
NAR 24 0502 25-Jun-94 All 01-Jun-92 All
NAR 24 0502 06-Dec-95 All All
NAR 24 0505 25-Jun-94 All All
NAR 24 0508 06-Dec-95 All All
NAR 24 0509 06-Dec-95 All All
NAR 24 0559 25-Jun-94 All All
NAR 24 0560 25-Jun-94 All All
NAR 24 0560 06-Dec-95 All All
NAR 24 0561 25-Jun-93 All 13-May-92 All
NAR 24 0561 24-Jun-94 All All
NAR 24 0561 06-Dec-95 All All
NAR 24 0562 25-Jun-94 All All
NAR 24 0562 06-Dec-95 All All
NAR 24 0563 06-Dec-95 All All
NAR 24 0902 07-Dec-95 All All
NAR 24 0960 26-Jun-94 All All
NAR 24 0960 07-Dec-95 All All
NAR 24 0961 07-Dec-95 All All
NAR 24 0962 26-Jun-94 All All
NAR 24 0962 07-Dec-95 All All
NAR 24 A310 18-Jun-94 All All
NAR 24 A311 18-Jun-94 All All
NAR 24 A330 18-Jun-94 All All
NAR 25 1002 22-Feb-94 6 6
NAR 25 1002 15-Apr-94 1 1,4,5,9
NAR 25 1002 15-Apr-94 4 1,4,5,9
NAR 25 1002 15-Apr-94 5 1,4,5,9
NAR 25 1002 15-Apr-94 9 1,4,5,9
NAR 25 1004 27-Sep-90 All All
NAR 25 1004 10-Sep-94 All All
NCR 26 1004 09-Nov-94 All All
NCR 26 1012 15-Dec-93 5 5
NCR 26 6016 10-Oct-89 All All
NCR 26 0115 28-Mar-96 All All
NCR 26 0116 28-Mar-96 All All
NCR 26 0117 28-Mar-96 All All
NCR 26 0118 28-Mar-96 All All
NCR 26 0120 28-Mar-96 All All

105
 Table 19. Profile runs with lost lock.
Equip Lost Wrong Out Early DMI Possibly Possibly Left Whp Right Whp
IMS Spike Lock Location Study Start Off Not Not Lost Lost
Spike Del Del Del Del Del Del Reported Reported Lock Lock
LTPP State SHRP Profile Run Run Run Run Run Run Run Prior Prior Run Run
Region Code ID Date Time No. No. No. No. No. No. No. Maint Rehab No. No.
NCR 26 0123 28-Mar-96 All All
NCR 26 0124 28-Mar-96 All All
NCR 26 0603 09-Sep-94 8 8
NCR 26 0608 09-Sep-94 8 8
NCR 26 0659 09-Sep-94 8 All 8
NCR 27 1018 17-Feb-94 All All
NCR 27 3003 03-Aug-92 1 1
NCR 27 4040 09-Nov-94 All All
NCR 27 0704 31-Oct-92 All All
NCR 27 0903 23-Nov-93 All All All
SR 28 0506 03-Aug-95 5 5
SR 28 0507 03-Aug-95 1 1,4,6
SR 28 0507 03-Aug-95 4 1,4,6
SR 28 0507 03-Aug-95 6 1,4,6
SR 28 0902 07-Jun-95 All All
SR 28 A310 13-May-91 All All
NCR 29 4069 12-Feb-92 All All 4,5
NCR 29 5483 12-Feb-92 All All
NCR 29 5483 06-Mar-93 All All
NCR 29 0664 13-Mar-93 9 9
NCR 29 B320 15-Feb-92 All All All
NCR 29 B351 15-Feb-92 All All All
NCR 31 6702 15-Aug-91 All All
NCR 31 7040 17-Aug-91 All All All
NCR 31 A310 19-Sep-96 1 1
WR 32 B310 26-Aug-91 All All
NAR 33 1001 28-Sep-90 All All
NAR 33 1001 04-Aug-94 All All
NAR 34 1003 28-Nov-90 All All All All
NAR 34 1003 07-Jun-94 4 4
NAR 34 1638 07-Sep-91 2 2,3
NAR 34 1638 07-Sep-91 3 2,3
NAR 34 1638 24-Jun-95 All All
NAR 34 6057 28-Nov-89 All All
NAR 34 0503 09-Jun-94 All All
NAR 34 0506 09-Jun-94 All All
NAR 34 0506 23-Jun-95 All All
NAR 34 0507 09-Jun-94 All All
NAR 34 0559 09-Jun-94 All All
NAR 34 0559 23-Jun-95 All All
NAR 34 0560 09-Jun-94 All All
NAR 34 0560 23-Jun-95 All All
SR 35 2006 02-Dec-93 All All All
SR 35 6401 03-Dec-93 All All
NAR 36 1008 30-Jul-91 5 5,6
NAR 36 1008 30-Jul-91 6 5,6
NAR 36 1644 07-May-91 All All
NAR 36 A310 21-Nov-90 5 5,7
NAR 36 A310 21-Nov-90 7 5,7
NAR 36 A321 21-Nov-90 All All All
NAR 36 A321 15-Sep-93 All All
NAR 36 A321 28-Jun-94 All All
NAR 36 A331 08-Jun-90 3 3,4
NAR 36 A331 08-Jun-90 4 4 3,4
NAR 36 A331 08-Jul-92 2 2,4,7
NAR 36 A331 08-Jul-92 4 2,4,7
NAR 36 A331 08-Jul-92 7 2,4,7
NAR 36 A331 05-Jul-95 3 3
NAR 36 A340 15-Sep-93 4 All
NAR 36 A340 15-Sep-93 5 All
NAR 36 A340 15-Sep-93 6 All
NAR 36 A340 15-Sep-93 7 All
NAR 36 A340 15-Sep-93 8 8 All
NAR 36 B320 06-Jun-90 6 6 6
NAR 36 B330 07-May-91 4 4,5,9
NAR 36 B330 07-May-91 5 4,5,9
NAR 36 B330 07-May-91 9 4,5,9
NAR 36 B331 06-Jun-90 All All 5
NAR 36 B331 07-May-91 All All
NAR 36 B340 21-Nov-90 All All
NAR 36 B340 07-May-91 2 2,3,9
NAR 36 B340 07-May-91 3 2,3,9

106
 Table 19. Profile runs with lost lock.
Equip Lost Wrong Out Early DMI Possibly Possibly Left Whp Right Whp
IMS Spike Lock Location Study Start Off Not Not Lost Lost
Spike Del Del Del Del Del Del Reported Reported Lock Lock
LTPP State SHRP Profile Run Run Run Run Run Run Run Prior Prior Run Run
Region Code ID Date Time No. No. No. No. No. No. No. Maint Rehab No. No.
NAR 36 B340 07-May-91 9 2,3,9
NAR 36 B340 29-Jun-94 All All
NAR 36 B350 06-Jun-90 2 2,4
NAR 36 B350 06-Jun-90 4 2,4
NAR 36 B350 21-Nov-90 2 2 All
NAR 36 B350 21-Nov-90 4 All
NAR 36 B350 21-Nov-90 5 All
NAR 36 B350 21-Nov-90 6 All
NAR 36 B350 21-Nov-90 7 All
NAR 36 B350 07-May-91 2 All
NAR 36 B350 07-May-91 3 All
NAR 36 B350 07-May-91 7 7 All
NAR 36 B350 07-May-91 8 All
NAR 36 B350 07-May-91 9 All
NAR 37 1006 21-Dec-90 All All
NAR 37 1006 14-Mar-91 All All
NAR 37 1006 15-Dec-94 All All
NAR 37 1006 18-Dec-95 All All
NAR 37 1024 10-Dec-90 All All
NAR 37 1028 11-Dec-89 All All All
NAR 37 1028 15-Dec-95 All All
NAR 37 1645 12-Mar-91 1 1,4
NAR 37 1645 12-Mar-91 4 1,4
NAR 37 1645 04-Jun-92 1 1,3,4
NAR 37 1645 04-Jun-92 3 1,3,4
NAR 37 1645 04-Jun-92 4 1,3,4
NAR 37 1802 14-Dec-94 All All
NAR 37 1803 12-Sep-90 All All
NAR 37 1817 11-Sep-90 All All
NAR 37 2824 01-Nov-91 All All
NAR 37 3807 15-Dec-90 All All
NAR 37 3807 04-May-93 1 1,4,5
NAR 37 3807 04-May-93 4 1,4,5
NAR 37 3807 04-May-93 5 1,4,5
NAR 37 3816 06-Jun-92 2 2
NAR 37 5037 11-Dec-90 1 1,7,8,9
NAR 37 5037 11-Dec-90 7 1,7,8,9
NAR 37 5037 11-Dec-90 8 1,7,8,9
NAR 37 5037 11-Dec-90 9 1,7,8,9
NAR 37 5826 04-Jan-96 All All
NAR 37 0208 30-Mar-94 1 All
NAR 37 0208 30-Mar-94 2 2 All
NAR 37 0208 30-Mar-94 3 All
NAR 37 0208 30-Mar-94 5 All
NAR 37 0208 30-Mar-94 6 6 All
NCR 39 5010 28-Sep-89 5 5
NCR 39 5010 14-Aug-90 3 All
NCR 39 5010 14-Aug-90 4 All
NCR 39 5010 14-Aug-90 5 5 All
NCR 39 5010 14-Aug-90 6 All
NCR 39 5010 14-Aug-90 9 All
SR 40 4163 21-Sep-93 All All
SR 40 B320 11-Jan-91 1 All
SR 40 B320 11-Jan-91 4 All
SR 40 B320 11-Jan-91 5 5 All
SR 40 B320 11-Jan-91 7 All
SR 40 B320 11-Jan-91 9 All
WR 41 6012 12-May-91 All All All
NAR 42 1599 29-Sep-94 All All
NAR 42 1605 05-Nov-89 1 1 1,4,5
NAR 42 1605 05-Nov-89 4 1,4,5
NAR 42 1605 05-Nov-89 5 1,4,5
NAR 42 1606 08-Oct-92 2 2
NAR 42 1608 26-Sep-94 All All
NAR 42 1613 02-Dec-89 All All All All
NAR 42 1613 09-Oct-91 All All
NAR 42 1613 13-Sep-94 6 6
NAR 42 1617 13-Sep-94 6 6
NAR 42 1623 27-Oct-92 1 1
NAR 42 1627 20-Oct-92 All All
NAR 42 3044 08-Oct-91 4 4,5,6
NAR 42 3044 08-Oct-91 5 4,5,6

107
 Table 19. Profile runs with lost lock.
Equip Lost Wrong Out Early DMI Possibly Possibly Left Whp Right Whp
IMS Spike Lock Location Study Start Off Not Not Lost Lost
Spike Del Del Del Del Del Del Reported Reported Lock Lock
LTPP State SHRP Profile Run Run Run Run Run Run Run Prior Prior Run Run
Region Code ID Date Time No. No. No. No. No. No. No. Maint Rehab No. No.
NAR 42 3044 08-Oct-91 6 4,5,6
NAR 42 3044 14-Sep-94 All All
NAR 42 5020 13-Sep-94 1 1
NAR 42 7037 18-Oct-91 5 5
NAR 42 9027 13-Oct-92 1 1
NAR 42 0603 26-Oct-93 All All
NAR 42 0604 26-Oct-93 All All
NAR 42 0606 26-Oct-93 All All
NAR 42 0660 26-Oct-93 All All
NAR 42 0661 26-Oct-93 All All
NAR 42 0662 26-Oct-93 All All
NAR 42 A320 19-Nov-90 1 10-Sep-90 All
NAR 42 A320 19-Nov-90 2 10-Sep-90 All
NAR 42 A320 19-Nov-90 3 10-Sep-90 All
NAR 42 A320 19-Nov-90 4 4 10-Sep-90 All
NAR 42 A320 19-Nov-90 5 10-Sep-90 All
NAR 42 A351 27-Oct-93 All All
NAR 42 B350 15-May-91 All All
NAR 42 B350 27-Oct-92 All All
NAR 44 7401 26-Sep-90 All All
NCR 46 3052 16-Aug-94 5 All All
NCR 46 0603 20-Oct-93 7 7
NCR 46 0608 20-Oct-93 7 7
NCR 46 0662 20-Oct-93 7 7
NCR 46 A411 29-Jul-94 3 3 3
NCR 46 A412 29-Jul-94 3 3 3
NCR 46 A420 29-Jul-94 3 3 3
NCR 46 A421 29-Jul-94 3 3 3
NCR 46 A422 29-Jul-94 3 3 3
NCR 46 A423 29-Jul-94 3 3 3
NCR 46 A430 29-Jul-94 3 3 3
SR 47 1029 15-Apr-92 All All
SR 47 A310 10-Jun-94 All All
SR 47 A320 17-Jun-91 All All All
SR 47 A320 10-Jun-94 All All
SR 47 A320 10-Apr-95 7 7
SR 47 A330 10-Jun-94 All All
SR 47 B330 10-Jun-94 All All
SR 47 C310 08-Jun-94 All All
SR 48 1060 03-Apr-90 2 2,3,4,5
SR 48 1060 03-Apr-90 3 2,3,4,5
SR 48 1060 03-Apr-90 4 2,3,4,5
SR 48 1060 03-Apr-90 5 2,3,4,5
SR 48 1068 20-Apr-94 2 2,5
SR 48 1068 20-Apr-94 5 2,5
SR 48 1077 14-Oct-94 All All All
SR 48 1087 05-Jan-94 All All All
SR 48 1111 17-Nov-94 All 5 All
SR 48 1123 17-Feb-95 All All All
SR 48 1169 31-Oct-94 All All
SR 48 3559 02-Nov-94 3 3,4,5
SR 48 3559 02-Nov-94 4 3,4,5
SR 48 3559 02-Nov-94 5 3,4,5
SR 48 3729 30-Mar-90 1 1
SR 48 3729 07-Mar-95 1 All
SR 48 3729 07-Mar-95 2 All
SR 48 3729 07-Mar-95 3 3 All
SR 48 3729 07-Mar-95 4 All
SR 48 3729 07-Mar-95 5 All
SR 48 3739 21-Apr-95 1 1,2
SR 48 3739 21-Apr-95 2 1,2
SR 48 3769 12-Oct-94 All All
SR 48 3779 11-Oct-90 2 2,3,4
SR 48 3779 11-Oct-90 3 2,3,4
SR 48 3779 11-Oct-90 4 2,3,4
SR 48 3865 24-Feb-95 All All
SR 48 3875 20-Jun-96 All All All
SR 48 5154 04-Apr-90 6 6
SR 48 5154 09-Jun-93 5 5
SR 48 A320 21-Jul-94 1 All
SR 48 A320 21-Jul-94 2 All
SR 48 A320 21-Jul-94 3 3 All

108
 Table 19. Profile runs with lost lock.
Equip Lost Wrong Out Early DMI Possibly Possibly Left Whp Right Whp
IMS Spike Lock Location Study Start Off Not Not Lost Lost
Spike Del Del Del Del Del Del Reported Reported Lock Lock
LTPP State SHRP Profile Run Run Run Run Run Run Run Prior Prior Run Run
Region Code ID Date Time No. No. No. No. No. No. No. Maint Rehab No. No.
SR 48 A320 21-Jul-94 4 All
SR 48 A320 21-Jul-94 5 All
SR 48 A420 13-Mar-91 1 1
SR 48 B320 15-Mar-91 All All All
SR 48 D320 15-Nov-94 All All
SR 48 E320 17-Apr-94 All All
SR 48 E352 18-Apr-94 All All All
SR 48 F350 17-Feb-93 1 1,4
SR 48 F350 17-Feb-93 4 1,4
SR 48 G330 31-Oct-94 All All
SR 48 G350 31-Oct-94 All All
SR 48 I330 02-Nov-94 All All
SR 48 I340 02-Nov-94 All All
SR 48 J320 01-Dec-95 All All
SR 48 L310 12-Oct-94 All All
SR 48 L320 12-Oct-94 All All
SR 48 L340 12-Oct-94 All All
SR 48 N320 18-Apr-91 4 4
NAR 50 1002 09-Aug-93 1 1 All
NAR 50 1002 09-Aug-93 2 All
NAR 50 1002 09-Aug-93 3 All
NAR 50 1002 09-Aug-93 4 All
NAR 50 1002 09-Aug-93 6 All
NAR 50 1004 25-Jul-92 1 1,3,5,6 3
NAR 50 1004 25-Jul-92 3 1,3,5,6 3
NAR 50 1004 25-Jul-92 5 1,3,5,6 3
NAR 50 1004 25-Jul-92 6 1,3,5,6 3
NAR 50 1681 06-Oct-90 All All
NAR 50 1681 09-Aug-93 All All All
NAR 50 1681 25-Jul-94 All All
NAR 50 1682 09-Aug-93 All All
NAR 50 1682 25-Jul-94 All All
NAR 50 1683 23-Oct-89 2 2
NAR 50 1683 09-Aug-93 All All
NAR 50 1683 25-Jul-94 All All
NAR 51 1423 15-Sep-90 All All
NAR 51 1464 22-Jun-91 All All
NAR 51 1464 14-Dec-95 8 All All
NAR 51 5008 06-Dec-90 6 6,8
NAR 51 5008 06-Dec-90 8 6,8
NAR 51 5008 15-Dec-92 5 5
NAR 51 5009 05-Nov-90 5 5
NAR 51 5009 24-Jun-91 All All
NAR 51 5010 18-Jun-93 1 1,2,3
NAR 51 5010 18-Jun-93 2 1,2,3
NAR 51 5010 18-Jun-93 3 1,2,3
NAR 51 A310 23-Jun-94 All All
NAR 51 A320 23-Jun-91 1 All
NAR 51 A320 23-Jun-91 2 2 All
NAR 51 A320 23-Jun-91 3 All
NAR 51 A320 23-Jun-91 4 All
NAR 51 A320 23-Jun-91 5 All
NAR 51 A320 23-Jun-94 All All
NAR 51 A321 23-Jun-91 All All
NAR 51 A350 19-Jun-93 5 5,6
NAR 51 A350 19-Jun-93 6 5,6
WR 53 1002 26-Oct-89 2 2
WR 53 1007 05-Aug-91 All All
WR 53 1008 07-May-93 1 1,4 1,4
WR 53 1008 07-May-93 4 1,4 1,4
NAR 54 1640 17-Sep-90 1 1,4,5
NAR 54 1640 17-Sep-90 4 1,4,5
NAR 54 1640 17-Sep-90 5 1,4,5
NAR 54 4003 04-Nov-93 All All
NAR 54 7008 05-Nov-93 8 8
NCR 55 6351 18-Jun-92 4 4,8
NCR 55 6351 18-Jun-92 8 4,8
NCR 55 0901 27-Oct-92 All All
NCR 55 0902 27-Oct-92 All All
NCR 55 0903 27-Oct-92 All All All
NCR 55 0907 27-Oct-92 All All All
NCR 55 0908 27-Oct-92 All All All

109
 Table 19. Profile runs with lost lock.
Equip Lost Wrong Out Early DMI Possibly Possibly Left Whp Right Whp
IMS Spike Lock Location Study Start Off Not Not Lost Lost
Spike Del Del Del Del Del Del Reported Reported Lock Lock
LTPP State SHRP Profile Run Run Run Run Run Run Run Prior Prior Run Run
Region Code ID Date Time No. No. No. No. No. No. No. Maint Rehab No. No.
NCR 55 0909 27-Oct-92 All All All
NCR 55 A901 27-Oct-92 All All
NCR 55 A902 27-Oct-92 All 1 All
NCR 55 A903 27-Oct-92 All 1 All All
NCR 55 A907 27-Oct-92 All 1 All All
NCR 55 A908 27-Oct-92 All 1 All All
NCR 55 A909 27-Oct-92 All 1 All
NCR 55 B901 27-Oct-92 All All
NCR 55 B902 27-Oct-92 All All
NCR 55 B903 27-Oct-92 All All All
NCR 55 B907 27-Oct-92 All All All
NCR 55 B908 27-Oct-92 All All All
NCR 55 B909 27-Oct-92 All 8 All
WR 56 7775 21-Jul-94 All All All
WR 56 B330 21-Jul-94 All All All
WR 56 B360 21-Jul-94 1 1 1
NCR 83 1801 12-Nov-94 All All
NCR 83 3802 10-Nov-94 All All
NCR 83 A320 18-Nov-93 All All All
NCR 83 A330 18-Feb-94 All All All
NCR 83 A340 18-Feb-94 All All All
NCR 83 A350 18-Feb-94 All All All
NCR 83 A351 18-Feb-94 All All All
NAR 84 1684 06-Aug-94 All All
NAR 84 6804 06-Aug-94 All All
NAR 87 A310 20-Oct-90 1 1,2,8
NAR 87 A310 20-Oct-90 2 2 1,2,8
NAR 87 A310 20-Oct-90 8 8 1,2,8
NAR 87 A320 20-Oct-90 1 All
NAR 87 A320 20-Oct-90 4 4 All
NAR 87 A320 20-Oct-90 7 7 All
NAR 87 A320 20-Oct-90 8 8 All
NAR 87 A320 20-Oct-90 9 9 All
NAR 87 A320 21-Aug-92 All All All All
NAR 87 A330 20-Oct-90 1 1,8,9
NAR 87 A330 20-Oct-90 8 1,8,9
NAR 87 A330 20-Oct-90 9 1,8,9
NAR 87 A340 20-Oct-90 4 4,8
NAR 87 A340 20-Oct-90 8 4,8
NAR 87 A350 20-Oct-90 All All
NAR 87 B311 14-Jul-94 All All
NAR 87 B330 19-Oct-90 2 2 All
NAR 87 B330 19-Oct-90 5 5 All
NAR 87 B330 19-Oct-90 7 All
NAR 87 B330 19-Oct-90 8 All
NAR 87 B330 19-Oct-90 9 9 All
NAR 87 B360 19-Oct-90 All All
NAR 87 B361 19-Oct-90 All All
NAR 87 B362 19-Oct-90 5 5 All
NAR 87 B362 19-Oct-90 6 6 All
NAR 87 B362 19-Oct-90 7 All
NAR 87 B362 19-Oct-90 8 All
NAR 87 B362 19-Oct-90 9 All
NAR 88 1645 21-Sep-92 3 3 3,5
NAR 88 1645 21-Sep-92 5 5 3,5
NAR 88 1645 09-Aug-94 All All
NAR 89 1021 31-Oct-95 All All
NAR 89 1125 16-Aug-93 All All
NAR 89 A310 12-Aug-93 All All
NAR 89 A310 19-Jul-94 All All
NAR 89 A320 12-Aug-93 All All
NAR 89 A320 19-Jul-94 All All
NAR 89 A330 12-Aug-93 All All
NAR 89 A330 19-Jul-94 All All
NAR 89 A340 12-Aug-93 2 All
NAR 89 A340 12-Aug-93 3 All
NAR 89 A340 12-Aug-93 4 All
NAR 89 A340 12-Aug-93 5 All
NAR 89 A340 12-Aug-93 6 6 All
NAR 89 A350 12-Aug-93 2 All
NAR 89 A350 12-Aug-93 3 All
NAR 89 A350 12-Aug-93 4 4 All

110
 Table 19. Profile runs with lost lock.
Equip Lost Wrong Out Early DMI Possibly Possibly Left Whp Right Whp
IMS Spike Lock Location Study Start Off Not Not Lost Lost
Spike Del Del Del Del Del Del Reported Reported Lock Lock
LTPP State SHRP Profile Run Run Run Run Run Run Run Prior Prior Run Run
Region Code ID Date Time No. No. No. No. No. No. No. Maint Rehab No. No.
NAR 89 A350 12-Aug-93 5 All
NAR 89 A350 12-Aug-93 6 All
NAR 89 A350 19-Jul-94 3 All
NAR 89 A350 19-Jul-94 4 All
NAR 89 A350 19-Jul-94 5 All
NAR 89 A350 19-Jul-94 6 6 All
NAR 89 A350 19-Jul-94 7 All
NCR 90 6405 11-Nov-94 All All
NCR 90 A310 28-Aug-92 All All All
NCR 90 A320 19-Jul-94 All All
NCR 90 A330 31-May-90 5 5 5
NCR 90 A340 25-Jun-95 1 1 1
NCR 90 A351 19-Jul-94 8 8
NCR 90 B310 19-Feb-94 All All All
NCR 90 B320 29-Aug-92 5 5 5
NCR 90 B320 12-Jun-93 3 3
NCR 90 B320 19-Feb-94 2 All All
NCR 90 B320 19-Feb-94 3 3 All All
NCR 90 B320 19-Feb-94 5 All All
NCR 90 B320 19-Feb-94 7 All All
NCR 90 B330 19-Feb-94 All All All
NCR 90 B331 19-Feb-94 All All All
NCR 90 B340 19-Feb-94 All All All
NCR 90 B351 19-Feb-94 All All All

111
112
 APPENDIX G. SUMMARY OF ALL SHIFTED PROFILES
Table 20. Profile runs with shifted start locations.
Equip Lost Wrong Out Early Early Early DMI Possibly Possibly
IMS Spike Lock Location Study Start Start Start Off Not Not
Spike Del Del Del Del Del Edit OK Del Reported Reported Estimated
LTPP State SHRP Profile Run Run Run Run Run Run Run Run Run Prior Prior Offset
Region Code ID Date Time No. No. No. No. No. No. No. No. No. Maint Rehab (m)
SR 1 1011 11-Feb-92 2 15
SR 1 1011 11-Feb-92 5 15
SR 1 4125 19-Dec-95 1 12
SR 1 4125 19-Dec-95 2 12
SR 1 4125 19-Dec-95 4 12
SR 1 B320 11-Jul-91 All 3
WR 4 0113 27-Feb-95 All 3
WR 4 0114 27-Jan-94 1 3
WR 4 0116 27-Jan-94 All 3
WR 4 0118 27-Jan-94 1 5
WR 4 0119 27-Jan-94 1 3
WR 4 0120 27-Jan-94 1 3
WR 4 0121 27-Jan-94 1 3
WR 4 0122 27-Jan-94 1 3
WR 4 0161 27-Jan-94 1 5
WR 4 0162 27-Jan-94 1 5
WR 4 0216 25-Jan-94 All 3
WR 4 0219 25-Jan-94 All 5
WR 4 0220 25-Jan-94 All 3
WR 4 0223 25-Jan-94 All 5
WR 4 0224 25-Jan-94 1 3
WR 4 0503 15-Jan-92 All 3
WR 4 0504 15-Jan-92 All 3
WR 4 0505 21-Sep-90 All 3
WR 4 0508 15-Jan-92 1 5
WR 4 0509 21-Sep-90 All 3
WR 4 0666 21-Jan-94 2,3,4,5 -3
WR 4 0667 21-Jan-94 2,3,4,5 -3
WR 4 0668 21-Jan-94 2,3,4,5 -3
WR 4 0669 21-Jan-94 2,3,4,5 -3
WR 4 1007 04-Mar-95 1 1 01-Feb-95 9
WR 4 1017 12-Jan-92 All All 6
WR 4 1037 04-Feb-93 All All 6
WR 4 0159 27-Feb-95 1 6
WR 4 0160 27-Jan-94 All 15
WR 4 0213 25-Jan-94 All 6
WR 4 0217 25-Jan-94 All All 6
WR 4 0221 25-Jan-94 All All 8
WR 4 0260 25-Jan-94 All 12
WR 4 0262 25-Jan-94 All All 8
WR 4 0263 25-Jan-94 All All 8
WR 4 0264 25-Jan-94 All All 8
WR 4 0265 25-Jan-94 All All 9
WR 4 0266 25-Jan-94 All All 9
WR 4 0267 25-Jan-94 All All 8
WR 4 0268 25-Jan-94 All All 8
WR 4 0501 15-Jan-92 3 3 9
WR 4 0502 15-Jan-90 3 3 6
WR 4 0505 15-Jan-92 1 1 9
WR 4 0506 15-Jan-92 1 1 9
WR 4 0509 15-Jan-92 3 3 6
WR 4 0559 15-Jan-92 1 1 9
WR 4 0601 16-Sep-91 2 -15
WR 4 0601 27-Feb-92 All -15
WR 4 0601 12-Feb-93 All All -15
WR 4 0603 12-Feb-93 All All 6
WR 4 0604 16-Sep-91 1 1 9
WR 4 0606 16-Sep-91 1 1 6
WR 4 0607 16-Sep-91 1 1 6
WR 4 0607 16-Sep-91 3 3 6
WR 4 0607 16-Sep-91 4 4 6
WR 4 0664 12-Feb-93 All 11
WR 4 0666 12-Feb-93 All 12
WR 4 0667 12-Feb-93 All 11
WR 4 0668 12-Feb-93 All 15
WR 4 0669 12-Feb-93 All 15
WR 4 A310 19-Feb-92 1 -32
WR 4 A310 19-Feb-92 3 -32
WR 4 A310 28-Feb-95 All -12
WR 4 A320 19-Feb-92 1 -26
WR 4 A320 19-Feb-92 3 -26
WR 4 A320 28-Feb-95 All -3
WR 4 A330 19-Feb-92 1 -32
WR 4 A350 19-Feb-92 1 -43
WR 4 A350 19-Feb-92 3 -43

113
 Table 20. Profile runs with shifted start locations.
Equip Lost Wrong Out Early Early Early DMI Possibly Possibly
IMS Spike Lock Location Study Start Start Start Off Not Not
Spike Del Del Del Del Del Edit OK Del Reported Reported Estimated
LTPP State SHRP Profile Run Run Run Run Run Run Run Run Run Prior Prior Offset
Region Code ID Date Time No. No. No. No. No. No. No. No. No. Maint Rehab (m)
WR 4 A350 19-Feb-92 4 -43
WR 4 A350 28-Feb-95 1 1 1 -8
WR 4 A350 28-Feb-95 2 2 -8
WR 4 A350 28-Feb-95 3 3 -8
WR 4 A350 28-Feb-95 4 4 -8
WR 4 A350 28-Feb-95 5 5 -8
WR 4 A390 19-Feb-92 All 12
WR 4 B330 23-Feb-92 1 -3
WR 4 B350 23-Feb-92 1 1 01-Aug-94 6
WR 4 B350 09-Feb-93 All -3
WR 4 B350 21-Mar-95 All -3
WR 4 C340 17-Nov-94 All All -6
WR 4 D310 13-Jan-92 1 1 8
WR 4 D330 13-Jan-92 All All 8
WR 4 D350 13-Jan-93 All 13
WR 4 D350 26-Feb-93 All -3
WR 6 2002 08-Jun-94 All All 6
WR 6 2038 25-Mar-93 All All 8
WR 6 2038 20-Mar-97 All All 6
WR 6 2647 14-Apr-97 All All 6
WR 6 3024 26-Feb-97 All All 6
WR 6 3042 01-May-91 3 15
WR 6 7452 14-Dec-89 1 18
WR 6 7456 22-Mar-93 1 12
WR 6 7493 25-Feb-97 All All 6
WR 6 8149 28-Feb-97 All All 6
WR 6 0601 06-Apr-93 1 15
WR 6 0602 14-Apr-92 All 12
WR 6 0602 06-Apr-93 All 1 6
WR 6 0602 11-Jun-96 6 All 1 6
WR 6 0603 14-Apr-92 All 14
WR 6 0603 06-Apr-93 1 1 6
WR 6 0604 06-Apr-93 1 37
WR 6 0605 14-Apr-92 All 11
WR 6 0605 06-Apr-93 1 1 6
WR 6 0606 14-Apr-92 All 12
WR 6 0606 14-Apr-92 All 14
WR 6 0606 06-Apr-93 1 1 6
WR 6 0606 06-Apr-93 1 1 6
WR 6 0608 11-May-91 1 15
WR 6 0608 11-Jun-96 All 14
WR 6 A310 09-May-91 1 -5
WR 6 A311 09-May-91 2 -5
WR 6 A330 10-Jun-94 1 3
WR 6 A340 09-May-91 1 -5
WR 6 A340 10-Jun-94 1 3
WR 6 A352 09-May-91 1 -5
WR 6 A352 10-Jun-94 1 1 8
WR 6 A353 09-May-91 1 -3
WR 6 A353 10-Jun-94 1 3
WR 6 A361 07-Aug-90 All -23
WR 6 A362 07-Aug-90 All -53
WR 6 A362 10-Jun-94 6 -3
WR 6 A363 09-May-91 1 -5
WR 6 A363 10-Jun-94 1 1 8
WR 8 0217 13-Apr-94 1 3
WR 8 0220 13-Apr-94 1 3
WR 8 0221 13-Apr-94 1 3
WR 8 0223 13-Apr-94 1 3
WR 8 0224 13-Apr-94 1 2
WR 8 0504 28-May-91 1 3
WR 8 1053 15-Apr-94 2 2 6
WR 8 1053 15-Apr-94 3 3 6
WR 8 1053 15-Apr-94 4 4 6
WR 8 7035 19-Nov-91 1 1 8
WR 8 7035 19-Nov-91 5 5 8
WR 8 7035 19-Nov-91 7 7 8
WR 8 7035 28-Oct-93 4 4 8
WR 8 9019 19-Nov-91 All All 9
WR 8 9020 19-Nov-91 7 7 9
WR 8 0222 13-Apr-94 1 1 6
WR 8 0501 28-May-91 1 1 9
WR 8 0501 28-May-91 2 2 9
WR 8 0501 13-Nov-91 1 -11
WR 8 0504 13-Nov-91 1 1 -9
WR 8 0505 28-May-91 1 1 8
WR 8 0505 13-Nov-91 1 -11
WR 8 0506 13-Nov-91 1 -12

114
 Table 20. Profile runs with shifted start locations.
Equip Lost Wrong Out Early Early Early DMI Possibly Possibly
IMS Spike Lock Location Study Start Start Start Off Not Not
Spike Del Del Del Del Del Edit OK Del Reported Reported Estimated
LTPP State SHRP Profile Run Run Run Run Run Run Run Run Run Prior Prior Offset
Region Code ID Date Time No. No. No. No. No. No. No. No. No. Maint Rehab (m)
WR 8 0507 13-Nov-91 1 1 -8
WR 8 A350 08-Nov-92 All -3
WR 8 A350 05-Nov-93 All -5
WR 8 A350 27-Oct-95 All -3
WR 8 B330 05-Nov-92 All All -6
WR 8 B330 02-Nov-93 All -3
WR 8 B340 02-Nov-93 All -3
WR 8 B350 14-Nov-91 1 14
SR 12 4057 03-Jul-90 3 15
SR 12 4101 20-May-91 1 1 6
SR 12 4101 20-May-91 5 5 6
SR 13 3019 27-Jul-92 1 1 9
WR 16 1007 14-Aug-91 3 3 9
WR 16 1010 11-Jul-94 4 4 8
WR 16 3023 17-Oct-89 All All 8
WR 16 9032 21-Jun-91 3 15
WR 16 9034 17-Aug-94 2 2 9
WR 16 B310 26-Oct-92 All -12
WR 16 B310 04-Dec-93 All -3
WR 16 B310 14-Sep-94 All -12
WR 16 B330 26-Oct-92 All -3
WR 16 B330 04-Dec-93 All -3
WR 16 B330 14-Sep-94 All -3
WR 16 B330 18-Jul-95 All -3
WR 16 B350 20-Sep-91 1 3
WR 16 B350 26-Oct-92 All All -6
WR 16 B350 04-Dec-93 All -5
WR 16 B350 14-Sep-94 All All -9
WR 16 B350 18-Jul-95 All All -9
WR 16 C310 20-Sep-91 All 3
WR 16 C310 25-Oct-92 All All -8
WR 16 C310 04-Dec-93 All -5
WR 16 C310 11-Jul-94 1 1 -8
WR 16 C310 11-Jul-94 2 2 -8
WR 16 C310 11-Jul-94 3 3 -8
WR 16 C310 11-Jul-94 5 5 -8
WR 16 C310 11-Jul-94 6 6 -8
WR 16 C310 11-Jul-94 7 7 -8
WR 16 C310 13-Sep-94 All All -6
WR 16 C310 17-Jul-95 All All -8
WR 16 C310 01-May-97 All All -6
WR 16 C320 20-Sep-91 All 3
WR 16 C320 25-Oct-92 All -5
WR 16 C320 04-Dec-93 All -3
WR 16 C320 11-Jul-94 4 4 8
WR 16 C320 13-Sep-94 All -3
WR 16 C320 17-Jul-95 All -3
WR 16 C330 25-Oct-92 All All -8
WR 16 C330 04-Dec-93 All -5
WR 16 C330 11-Jul-94 All All -8
WR 16 C330 13-Sep-94 All -5
WR 16 C330 17-Jul-95 All All -8
WR 16 C330 01-May-97 All -5
WR 16 C350 20-Sep-91 All All 8
WR 16 C350 25-Oct-92 All -11
WR 16 C350 04-Dec-93 All All -9
WR 16 C350 11-Jul-94 1 1 -9
WR 16 C350 11-Jul-94 2 2 -9
WR 16 C350 11-Jul-94 3 3 -9
WR 16 C350 11-Jul-94 5 5 -9
WR 16 C350 11-Jul-94 6 6 -9
WR 16 C350 11-Jul-94 7 7 -9
WR 16 C350 13-Sep-94 All -11
WR 16 C350 17-Jul-95 All -11
WR 16 C350 01-May-97 All -11
NCR 17 5217 08-Oct-92 All 9 6
NCR 17 9267 10-Oct-93 2 15
NCR 17 9267 10-Oct-93 3 15
NCR 17 0601 18-Apr-90 1 5
NCR 17 0603 01-Apr-90 3 3 6
NCR 17 0604 01-Apr-90 1 1 9
NCR 17 0605 17-Dec-91 1 1 01-Sep-90 6
NCR 17 0607 01-Apr-90 1 1 9
NCR 17 0607 01-Dec-91 5 3
NCR 17 0607 01-Mar-95 3 3
NCR 17 0608 01-Apr-90 1 15
NCR 17 0608 01-Mar-95 1 3
NCR 17 0659 01-Apr-90 1 1 9

115
 Table 20. Profile runs with shifted start locations.
Equip Lost Wrong Out Early Early Early DMI Possibly Possibly
IMS Spike Lock Location Study Start Start Start Off Not Not
Spike Del Del Del Del Del Edit OK Del Reported Reported Estimated
LTPP State SHRP Profile Run Run Run Run Run Run Run Run Run Prior Prior Offset
Region Code ID Date Time No. No. No. No. No. No. No. No. No. Maint Rehab (m)
NCR 17 0660 01-Apr-90 4 4 8
NCR 17 0661 01-Apr-90 1 1 8
NCR 17 0662 01-Apr-90 1 1 8
NCR 17 0663 01-Apr-90 1 1 8
NCR 17 0663 01-Dec-91 4 3
NCR 17 0663 01-Mar-94 1 3
NCR 17 0664 01-Apr-90 1 1 8
NCR 17 0664 01-Dec-91 5 2
NCR 17 A310 03-Mar-95 All 512
NCR 17 A320 03-Mar-95 All 444
NCR 17 A330 01-Jan-94 All 214
NCR 17 A330 01-Mar-95 All 674
NCR 17 A340 13-Jan-94 All -214
NCR 17 A340 03-Mar-95 All 674
NCR 17 A350 13-Jan-94 All 429
NCR 17 B310 03-Mar-95 All 45
NCR 18 2009 31-May-91 All All 8
NCR 18 3031 03-Dec-89 All All 8
NCR 18 5022 03-Oct-92 All 16-May-92 12
NCR 18 5538 05-Apr-90 All All 9
NCR 18 0601 01-Apr-90 All All 8
NCR 18 0605 01-Oct-92 7 7 9
NCR 18 0607 01-Apr-90 All 5
NCR 18 0608 01-Oct-92 7 7 9
NCR 18 0659 14-Dec-90 All 3
NCR 18 0661 01-Oct-92 7 7 9
NCR 18 0664 01-Oct-92 7 7 9
NCR 18 0665 01-Mar-95 1 OR 3 2
NCR 18 0668 01-Apr-90 4,5 3
NCR 18 0669 01-Apr-90 4,5 3
NCR 18 0670 01-Apr-90 4,5 5
NCR 18 0671 01-Apr-90 4,5 5
NCR 18 0672 01-Oct-92 7 7 9
NCR 18 A310 19-Dec-91 All 33
NCR 18 A310 15-Jan-94 All -31
NCR 18 A320 15-Jan-94 All 181
NCR 19 9116 08-Apr-90 All 14
NCR 19 0101 15-Feb-95 All 1200
NCR 19 0102 15-Feb-95 All 1764
NCR 19 0103 15-Feb-95 All 2709
NCR 19 0104 15-Feb-95 All -8985
NCR 19 0105 15-Feb-95 All 2285
NCR 19 0106 01-Feb-95 All 2314
NCR 19 0107 01-Oct-93 All 23
NCR 19 0107 01-Feb-95 All 1158
NCR 19 0108 15-Feb-95 All 3519
NCR 19 0109 01-Feb-95 All 1794
NCR 19 0110 15-Feb-95 All 1147
NCR 19 0111 15-Feb-95 All 535
NCR 19 0112 15-Feb-95 All 506
NCR 19 0213 01-Feb-95 6 2
NCR 19 0216 01-Feb-95 6 2
NCR 19 0223 01-Apr-96 2 2
NCR 19 0608 01-Nov-93 All 3
NCR 19 0659 01-Nov-93 All All 6
NCR 19 0708 01-May-92 1 1 8
NCR 19 0709 01-May-92 1 1 8
NCR 19 0709 01-Nov-93 1 2
NCR 19 0710 01-Nov-93 1 2
NCR 19 0759 01-Nov-93 1 2
NCR 19 A310 01-Jun-90 All 14
NCR 19 A310 01-May-92 8 8 6
NCR 19 A320 01-Jun-90 1 2
NCR 19 A350 01-Jun-91 1 2
NCR 20 1005 01-May-90 All All 6
NCR 20 3013 07-Mar-93 2 12
NCR 20 4053 25-Apr-96 3 15-40
NCR 20 4053 25-Apr-96 4 15-40
NCR 20 4053 25-Apr-96 6 15-40
NCR 20 4053 25-Apr-96 7 15-40
NCR 20 0103 01-Apr-96 1 2
NCR 20 0104 01-Apr-96 7 3
NCR 20 0109 01-Sep-94 1 2
NCR 20 0111 01-Apr-96 1 2
NCR 20 0112 01-Apr-96 1 2
NCR 20 0162 01-Feb-95 All 2
NCR 20 0163 01-Feb-95 1 2
NCR 20 0164 01-Feb-95 1 2

116
 Table 20. Profile runs with shifted start locations.
Equip Lost Wrong Out Early Early Early DMI Possibly Possibly
IMS Spike Lock Location Study Start Start Start Off Not Not
Spike Del Del Del Del Del Edit OK Del Reported Reported Estimated
LTPP State SHRP Profile Run Run Run Run Run Run Run Run Run Prior Prior Offset
Region Code ID Date Time No. No. No. No. No. No. No. No. No. Maint Rehab (m)
NCR 20 0208 01-May-94 1 2
NCR 20 0209 01-Apr-96 1 2
NCR 20 0210 01-Apr-96 1 2
NCR 20 0212 01-Apr-96 1 2
NCR 20 0259 01-Apr-96 1 2
NCR 20 A310 31-Mar-91 All All 6
NCR 20 A320 01-May-90 All All 6
NCR 20 A330 01-May-90 All All 9
NCR 20 A350 01-May-90 All All 8
NCR 20 A350 31-Mar-91 All All 8
NCR 20 A410 01-Apr-92 All 3
NCR 20 B310 01-May-90 All All -5
NCR 20 B310 01-Apr-91 All All 8
NCR 20 B320 01-Apr-91 1 15
NCR 20 B330 02-May-90 All 18
NCR 20 B430 15-May-94 2 2 8
NCR 21 A310 28-Apr-90 All 245
NCR 21 A320 28-Apr-90 All 245
NCR 21 A330 28-Apr-90 All 237
NCR 21 A330 07-Nov-91 15 1
NCR 21 A340 28-Apr-90 All 239
NCR 21 A340 07-Nov-91 15 1
NCR 21 A350 28-Apr-90 All 244
NCR 21 B310 29-Apr-90 All 12
NCR 21 B320 29-Apr-90 All 18
NCR 21 B330 29-Apr-90 All 26
NCR 21 B340 29-Apr-90 All 37
NCR 21 B350 29-Apr-90 All 46
SR 22 0706 06-Feb-95 4 5
SR 22 0707 06-Feb-95 4 5
SR 22 0708 06-Feb-95 4 5
SR 22 0709 06-Feb-95 4 5
NAR 23 1026 17-Sep-93 4 4 6
NAR 24 0501 25-Jun-93 All 3
NAR 24 0502 24-Jan-92 6 2
NAR 24 0503 24-Jan-92 4 11
NAR 24 0503 24-Jan-92 5 11
NAR 24 0504 24-Jan-92 All 12
NAR 24 0505 24-Jan-92 3 3 8
NAR 24 0505 24-Jan-92 4 4 8
NAR 24 0505 24-Jan-92 5 5 8
NAR 24 0506 24-Jan-92 1 23
NAR 24 0506 24-Jan-92 3 23
NAR 24 0506 24-Jan-92 5 5 23
NAR 24 0508 24-Jan-92 All 21
NAR 24 0509 24-Jan-92 All 46
NAR 24 0559 24-Jan-92 All 50
NAR 24 0561 24-Jan-92 All 12
NAR 24 0563 11-Jun-92 All 2
NAR 24 A310 25-Jun-92 All All 9
NAR 24 A311 25-Jun-92 All 15
NAR 24 A320 25-Jun-92 5 5 15
NAR 24 A320 25-Jun-92 6 15
NAR 24 A320 25-Jun-92 7 15
NAR 24 A320 25-Jun-92 8 15
NAR 24 A320 25-Jun-92 9 15
NAR 24 A330 25-Jun-92 All 15
NAR 24 A331 25-Jun-92 All 15
NAR 24 A340 25-Jun-92 4 15
NCR 26 1004 17-Sep-95 All 14
NCR 26 1010 04-Jan-91 6 12
NCR 26 1010 04-Jan-91 9 12
NCR 26 3068 25-Sep-92 1 1 9
NCR 26 6016 15-Sep-95 1 1 1 8
NCR 26 0213 06-Sep-94 All -36
NCR 26 0213 08-Jan-96 1 All -3330
NCR 26 0214 08-Jan-96 All -1196
NCR 26 0216 06-Sep-94 All -166
NCR 26 0216 08-Jan-96 All -2040
NCR 26 0217 08-Jan-96 All -3773
NCR 26 0218 08-Jan-96 All -1196
NCR 26 0219 08-Jan-96 All -3773
NCR 26 0220 08-Jan-96 All -1641
NCR 26 0221 06-Sep-94 All -46
NCR 26 0221 08-Jan-96 All -2958
NCR 26 0222 08-Jan-96 All -2040
NCR 26 0223 08-Jan-96 2 -1641
NCR 26 0223 08-Jan-96 3 -1641

117
 Table 20. Profile runs with shifted start locations.
Equip Lost Wrong Out Early Early Early DMI Possibly Possibly
IMS Spike Lock Location Study Start Start Start Off Not Not
Spike Del Del Del Del Del Edit OK Del Reported Reported Estimated
LTPP State SHRP Profile Run Run Run Run Run Run Run Run Run Prior Prior Offset
Region Code ID Date Time No. No. No. No. No. No. No. No. No. Maint Rehab (m)
NCR 26 0223 08-Jan-96 4 4 -1641
NCR 26 0223 08-Jan-96 5 -1641
NCR 26 0223 08-Jan-96 7 -1641
NCR 26 0224 06-Sep-94 All -102
NCR 26 0224 08-Jan-96 All -2496
NCR 26 0259 08-Jan-96 All -2496
NCR 26 0601 02-Apr-90 All 2
NCR 26 0604 25-Sep-92 All 114
NCR 26 0605 02-Apr-90 All 3
NCR 26 A310 18-May-90 All -13
NCR 26 A320 18-May-90 All -15
NCR 26 A321 18-May-90 All -49
NCR 26 A330 18-May-90 All -24
NCR 26 A340 18-May-90 All -34
NCR 26 A340 09-Jul-91 All 37
NCR 26 A350 18-May-90 All -41
NCR 26 B310 07-Jan-91 1 1 6
NCR 26 B320 07-Jan-91 1 1 6
NCR 26 B330 07-Jan-91 All 2
NCR 26 B340 07-Jan-91 All 3
NCR 26 B350 07-Jan-91 All 2
NCR 26 D310 27-Jun-91 All -215
NCR 26 D310 06-Jul-94 All All 8
NCR 26 D340 04-Jan-91 6 5
NCR 26 D350 04-Jan-91 6 5
NCR 26 D351 04-Jan-91 6 5
NCR 27 1016 13-Jul-91 All 5 6
NCR 27 1087 26-Jul-94 2 37
NCR 27 0506 24-May-90 All All 6
NCR 27 0559 24-May-90 All All 147
NCR 27 A310 30-Oct-92 All 384
NCR 27 A320 13-Jul-91 5 5
NCR 27 A320 30-Oct-92 All 385
NCR 27 A330 30-Oct-92 All 387
NCR 27 A340 13-Jul-91 5 5
NCR 27 A340 30-Oct-92 All 391
NCR 27 A350 13-Jul-91 5 5
NCR 27 A350 30-Oct-92 All 393
NCR 27 C310 23-May-90 All 3
NCR 27 C320 23-May-90 1 15
NCR 27 C330 23-May-90 1 15
NCR 27 C340 23-May-90 1 15
NCR 27 D330 27-Jul-94 All All All 01-Aug-92 8
SR 28 0504 02-Aug-94 All -3
SR 28 0504 03-Aug-95 All -3
NCR 29 4031 07-Mar-91 2 84
NCR 29 4031 07-Mar-91 3 84
NCR 29 4031 07-Mar-91 4 84
NCR 29 4031 07-Mar-91 5 5 84
NCR 29 4031 07-Mar-91 7 84
NCR 29 0601 18-May-94 9 9 6
NCR 29 0602 13-Mar-93 All 564
NCR 29 0602 18-May-94 9 3
NCR 29 0605 13-Mar-93 All -564
NCR 29 0661 11-Feb-92 All 2
NCR 29 0661 18-May-94 1 2
NCR 29 0663 18-May-94 9 5
NCR 29 0664 18-May-94 9 5
NCR 29 0665 13-Mar-93 All -1223
NCR 29 0666 18-May-94 9 2
NCR 29 0702 31-Mar-91 4 15
NCR 29 0704 06-Apr-90 4 18
NCR 29 0705 31-Mar-91 4 18
NCR 29 0706 31-Mar-91 4 18
NCR 29 0706 16-Mar-94 2 3
NCR 29 0707 16-Mar-94 2 3
NCR 29 0709 16-Mar-94 All 2
NCR 29 0760 06-Apr-90 1,3 2
NCR 29 0760 18-Feb-92 All 2
NCR 29 A310 30-Apr-90 All -148
NCR 29 A320 30-Apr-90 All -151
NCR 29 A330 30-Apr-90 All -208
NCR 29 A350 30-Apr-90 All -237
NCR 29 A351 30-Apr-90 All -205
NCR 29 B350 15-Feb-92 All 23
NCR 29 B350 15-Mar-93 4 2
WR 30 0502 09-Nov-91 All 3
WR 30 0503 12-Sep-96 All 3

118
 Table 20. Profile runs with shifted start locations.
Equip Lost Wrong Out Early Early Early DMI Possibly Possibly
IMS Spike Lock Location Study Start Start Start Off Not Not
Spike Del Del Del Del Del Edit OK Del Reported Reported Estimated
LTPP State SHRP Profile Run Run Run Run Run Run Run Run Run Prior Prior Offset
Region Code ID Date Time No. No. No. No. No. No. No. No. No. Maint Rehab (m)
WR 30 0506 25-Jul-94 1,2 5
WR 30 0507 25-Jul-94 1 5
WR 30 7088 16-Sep-89 All All 8
WR 30 0502 25-May-91 All All 8
WR 30 0502 25-Jul-94 1 1 8
WR 30 0502 25-Jul-94 2 2 8
WR 30 0503 25-May-91 All 14
WR 30 0503 25-Jul-94 1 1 6
WR 30 0503 25-Jul-94 2 2 6
WR 30 0504 25-May-91 All All 9
WR 30 0504 25-Jul-94 1 1 6
WR 30 0504 25-Jul-94 2 2 6
WR 30 0506 25-May-91 1 1 8
WR 30 0506 25-May-91 3 3 8
WR 30 0507 25-May-91 All 12
WR 30 0508 25-May-91 All 12
WR 30 0508 25-Jul-94 1 1 9
WR 30 0508 25-Jul-94 2 2 9
WR 30 0509 25-Jul-94 1 11
WR 30 0509 25-Jul-94 2 11
WR 30 0560 29-Sep-93 1 1 6
WR 30 0560 25-Jul-94 1 1 9
WR 30 0560 25-Jul-94 2 2 9
WR 30 0561 25-May-91 All All 8
WR 30 0561 25-Aug-94 1 1 9
WR 30 0561 25-Aug-94 2 2 9
WR 30 A330 26-Jul-94 All -5
WR 30 A350 26-Jul-94 All -5
NCR 31 1030 26-Nov-93 2 2 9
NCR 31 1030 29-Oct-95 4 4 15
NCR 31 4019 29-Nov-93 7 7 9
NCR 31 5052 28-Nov-93 All All 8
NCR 31 0113 01-Nov-95 1 3
NCR 31 0120 01-Nov-95 3 2
NCR 31 A310 06-May-92 6 6 6
NCR 31 A310 26-Nov-93 2 2 6
NCR 31 A330 26-Nov-93 2 2 8
NCR 31 A330 29-Oct-95 4 4 8
NCR 31 A340 06-May-92 All 30
NCR 31 A350 05-Apr-91 3 2
NCR 31 A350 26-Nov-93 2 2 8
NCR 31 A350 29-Oct-95 4 4 12
NCR 31 A351 06-May-92 6 6 6
NCR 31 A351 26-Nov-93 All 30
NCR 31 A352 06-May-92 6 6 8
NCR 31 A353 05-Apr-91 3 2
NCR 31 A353 26-Nov-93 8 2
NCR 31 A353 29-Oct-95 4 14
NCR 31 B410 30-Oct-95 5 15
NCR 31 C410 29-Nov-93 7 14
NCR 31 C410 29-Nov-93 8 14
NCR 31 C410 29-Nov-93 9 14
NCR 31 C410 17-Sep-94 All 250
NCR 31 C430 29-Nov-93 All -151
WR 32 0206 28-Jun-96 1 5
WR 32 1020 09-Aug-89 8 12
WR 32 7000 30-Sep-89 6 6 8
WR 32 7000 26-Aug-91 3 12
WR 32 0206 22-Apr-97 1 1 8
WR 32 0206 22-Apr-97 2 2 8
WR 32 0206 22-Apr-97 3 3 8
WR 32 0206 22-Apr-97 5 5 8
WR 32 0206 22-Apr-97 6 6 8
WR 32 A350 26-Apr-91 All 5
WR 32 A351 26-Apr-91 1 1 8
WR 32 A352 26-Apr-91 1 5
WR 32 B330 26-Aug-91 All -15
WR 32 B330 16-Nov-92 All -3
WR 32 B330 07-Dec-93 All -5
WR 32 B330 14-Nov-95 All -4
WR 32 B330 06-May-97 All -3
WR 32 B340 03-Jul-90 All 3
WR 32 B340 26-Aug-91 1 -5
WR 32 B340 16-Nov-92 All -5
WR 32 B340 07-Dec-93 All All -9
WR 32 B340 14-Nov-95 All All -9
WR 32 B340 06-May-97 All -3
WR 32 B350 26-Aug-91 All -14

119
 Table 20. Profile runs with shifted start locations.
Equip Lost Wrong Out Early Early Early DMI Possibly Possibly
IMS Spike Lock Location Study Start Start Start Off Not Not
Spike Del Del Del Del Del Edit OK Del Reported Reported Estimated
LTPP State SHRP Profile Run Run Run Run Run Run Run Run Run Prior Prior Offset
Region Code ID Date Time No. No. No. No. No. No. No. No. No. Maint Rehab (m)
WR 32 B350 07-Dec-93 All -5
WR 32 B350 14-Nov-95 All -3
WR 32 C340 28-Aug-91 All -5
WR 32 C350 28-Aug-91 1 -5
NAR 34 0501 25-Jan-92 1 5
NAR 34 0505 25-Jan-92 All 3
NAR 34 0860 05-Aug-93 3 3 6
NAR 36 1008 22-Aug-89 All 12
NAR 36 1011 22-Aug-89 All 9-18
NAR 36 1643 23-Aug-89 1 12-18
NAR 36 1643 23-Aug-89 2 12-18
NAR 36 1643 23-Aug-89 3 12-18
NAR 36 1643 23-Aug-89 4 12-18
NAR 36 1643 23-Aug-89 5 5 5 12-18
NAR 36 1644 23-Aug-89 1 12-15
NAR 36 1644 23-Aug-89 2 2 12-15
NAR 36 1644 23-Aug-89 3 12-15
NAR 36 1644 23-Aug-89 4 4 12-15
NAR 36 1644 23-Aug-89 5 12-15
NAR 36 4017 25-Aug-89 1 1 15
NAR 36 4017 25-Aug-89 2 15
NAR 36 4017 25-Aug-89 3 15
NAR 36 4017 25-Aug-89 4 4 15
NAR 36 4017 25-Aug-89 5 5 15
NAR 36 4017 09-Aug-96 5 14
NAR 36 4017 09-Aug-96 6 14
NAR 36 4018 24-Aug-89 1 15
NAR 36 4018 24-Aug-89 2 2 2 15-23
NAR 36 4018 24-Aug-89 3 15-23
NAR 36 4018 24-Aug-89 4 4 15-23
NAR 36 4018 24-Aug-89 5 15-23
NAR 36 A331 09-May-96 All 12
NAR 37 3011 15-Dec-94 2 30
NAR 37 0211 30-Mar-94 1 2
NAR 37 0212 30-Mar-94 1 2
NAR 37 0260 30-Mar-94 1 2
NCR 39 0106 14-Aug-96 1 2
NCR 39 0111 14-Aug-96 1 2
NCR 39 0112 14-Aug-96 1 2
NCR 39 0203 14-Aug-96 All 2
NCR 39 0204 14-Aug-96 1 5
NCR 39 0205 14-Aug-96 All 2
NCR 39 0206 14-Aug-96 All 2
NCR 39 0207 14-Aug-96 All 2
NCR 39 0208 14-Aug-96 All 2
NCR 39 0209 14-Aug-96 All 2
NCR 39 0211 14-Aug-96 All 2
NCR 39 0260 14-Aug-96 All 2
NCR 39 0261 14-Aug-96 All 2
NCR 39 B411 05-Apr-94 All -227
SR 40 C310 05-Sep-90 8 2
WR 41 2002 30-Mar-93 All All 8
WR 41 5022 31-Mar-93 2 11
WR 41 6011 18-Nov-89 All All 9
WR 41 7019 08-Jun-94 All All 6
WR 41 7081 21-Oct-89 All 12
NAR 42 1623 05-Nov-89 1 1 18
SR 45 1024 24-Jul-92 1 1 6
SR 45 1024 24-Jul-92 2 2 6
SR 45 1024 24-Jul-92 3 3 6
NCR 46 9187 25-Apr-95 All All 6
NCR 46 9187 22-Jun-95 All All 6
NCR 46 9197 22-Oct-93 5 15
NCR 46 9197 22-Oct-93 6 15
NCR 46 9197 22-Oct-93 7 15
NCR 46 9197 22-Oct-93 8 15
NCR 46 9197 22-Oct-93 9 15
NCR 46 0601 14-Apr-92 All 2
NCR 46 0601 18-Aug-94 All 2
NCR 46 0608 18-Aug-94 All -216
NCR 46 0660 18-Aug-94 All -421
NCR 46 A410 24-Jul-94 3 38
NCR 46 A411 29-Jul-94 3 3 38
NCR 46 A412 29-Jul-94 3 3 38
NCR 46 A420 29-Jul-94 3 3 38
NCR 46 A421 29-Jul-94 3 3 38
NCR 46 A422 29-Jul-94 3 3 38
NCR 46 A423 29-Jul-94 3 3 38

120
 Table 20. Profile runs with shifted start locations.
Equip Lost Wrong Out Early Early Early DMI Possibly Possibly
IMS Spike Lock Location Study Start Start Start Off Not Not
Spike Del Del Del Del Del Edit OK Del Reported Reported Estimated
LTPP State SHRP Profile Run Run Run Run Run Run Run Run Run Prior Prior Offset
Region Code ID Date Time No. No. No. No. No. No. No. No. No. Maint Rehab (m)
NCR 46 A430 29-Jul-94 3 3 38
SR 48 3739 14-Dec-93 5 5 6
SR 48 4152 13-Apr-90 All 12
SR 48 H330 04-Apr-91 2 All 11-Oct-90 46
SR 48 H330 04-Apr-91 All 11-Oct-90 46
WR 49 1001 09-Nov-93 5 5 8
WR 49 1001 18-Nov-94 1 1 6
WR 49 1004 11-Nov-92 5 15
WR 49 1005 15-Nov-92 All 49
WR 49 1005 16-Nov-93 All 46
WR 49 3011 15-Nov-93 1 1 8
WR 49 3011 15-Nov-93 3 3 8
WR 49 3011 15-Nov-93 5 5 8
WR 49 A310 04-Sep-90 All 3
WR 49 A310 24-Oct-91 1 1 8
WR 49 A310 11-Nov-92 All -3
WR 49 A320 11-Nov-92 All -3
WR 49 A320 15-Nov-93 All -3
WR 49 A320 01-Nov-95 All -3
WR 49 A332 24-Oct-91 1 1 8
WR 49 A332 11-Nov-92 All -20
WR 49 A332 15-Nov-93 All -15
WR 49 A332 01-Nov-95 All -14
WR 49 A340 24-Oct-91 1 1 6
WR 49 A340 11-Nov-92 All All -9
WR 49 A350 11-Nov-92 All -3
WR 49 A350 15-Nov-93 All -3
WR 49 A350 01-Nov-95 All -3
WR 49 A351 24-Oct-91 1 1 6
WR 49 A351 11-Nov-92 All -14
WR 49 A351 15-Nov-93 All All -8
WR 49 A351 01-Nov-95 All All -8
WR 49 A352 24-Oct-91 1 1 6
WR 49 A352 11-Nov-92 All -15
WR 49 A352 15-Nov-93 All All -9
WR 49 A352 01-Nov-95 All All -8
WR 49 A361 04-Sep-90 1 17
WR 49 A361 24-Oct-91 1 17
WR 49 A361 15-Nov-93 All All 6
WR 49 A361 01-Nov-95 All All 8
WR 49 A390 24-Oct-91 1 5
WR 49 A390 11-Nov-92 All -5
WR 49 A390 15-Nov-93 All -3
WR 49 A390 01-Nov-95 All -3
WR 49 B310 25-Oct-91 1 1 1 15
WR 49 B310 14-Nov-93 All -15
WR 49 B320 30-Jun-90 1 12
WR 49 B320 03-Sep-90 1 1 8
WR 49 B320 25-Oct-91 1 18
WR 49 B320 11-Nov-92 All 5
WR 49 B330 25-Oct-91 1 2
WR 49 B330 11-Nov-92 1 1 6
WR 49 B330 14-Nov-93 All -5
WR 49 B331 25-Oct-91 1 21
WR 49 B331 11-Nov-92 1 3
WR 49 B350 30-Jun-90 All All -6
WR 49 B350 03-Sep-90 1 1 -6
WR 49 B350 14-Nov-93 All All -9
WR 49 B350 31-Oct-95 All -5
WR 49 B351 11-Nov-92 All All 8
WR 49 B351 14-Nov-93 All -3
WR 49 B352 03-Sep-90 1 -3
WR 49 B352 25-Oct-91 1 3
WR 49 B352 14-Nov-93 All All -8
WR 49 B361 03-Sep-90 1 3
WR 49 B361 25-Oct-91 1,3,4 1 1 1 8
WR 49 B361 11-Nov-92 1 3
WR 49 B361 14-Nov-93 All -5
WR 49 B390 11-Nov-92 All 11
WR 49 C310 25-Oct-91 1 1 -8
WR 49 C310 10-Nov-93 All -5
WR 49 C310 02-Aug-95 All -5
WR 49 C320 25-Oct-91 1 -3
WR 49 C330 25-Oct-91 1 1 -6
WR 49 C330 10-Nov-93 All -4
WR 49 C330 02-Aug-95 All -4
WR 49 C331 31-Aug-90 All All -6
WR 49 C331 25-Oct-91 1 -18

121
 Table 20. Profile runs with shifted start locations.
Equip Lost Wrong Out Early Early Early DMI Possibly Possibly
IMS Spike Lock Location Study Start Start Start Off Not Not
Spike Del Del Del Del Del Edit OK Del Reported Reported Estimated
LTPP State SHRP Profile Run Run Run Run Run Run Run Run Run Prior Prior Offset
Region Code ID Date Time No. No. No. No. No. No. No. No. No. Maint Rehab (m)
WR 49 C331 10-Nov-92 All -3
WR 49 C331 10-Nov-93 All All -8
WR 49 C331 02-Aug-95 All All -8
WR 49 C350 25-Oct-91 1 1 -10
WR 49 C350 10-Nov-92 All -3
WR 49 C350 10-Nov-93 All All -5
WR 49 C350 02-Aug-95 All All -5
WR 49 C351 31-Aug-90 All -3
WR 49 C351 25-Oct-91 1 -15
WR 49 C351 10-Nov-92 All -5
WR 49 C351 10-Nov-93 All All -8
WR 49 C351 02-Aug-95 All All -8
WR 49 C352 31-Aug-90 All All -6
WR 49 C352 25-Oct-91 1 -15
WR 49 C352 10-Nov-92 All -5
WR 49 C352 10-Nov-93 All All -8
WR 49 C352 02-Aug-95 All All -8
WR 49 C361 25-Oct-91 1 1 -6
WR 49 C361 10-Nov-92 All -3
WR 49 C361 10-Nov-93 All All -6
WR 49 C361 02-Aug-95 All All -6
WR 49 C410 27-Jul-95 All -3
WR 49 E431 12-Nov-93 2 2 8
WR 49 E448 12-Nov-93 1 1 6
WR 49 E450 12-Nov-93 2 2 8
WR 49 E451 12-Nov-93 1 1 7
WR 49 E454 12-Nov-93 1 1 7
WR 49 E455 12-Nov-93 1 1 6
WR 49 E459 12-Nov-93 1 1 7
WR 49 E460 12-Nov-93 1 1 6
WR 49 E462 12-Nov-93 1 1 8
WR 53 1801 29-Mar-93 4 4 6
WR 53 6049 10-Dec-90 All All 6
WR 53 6056 28-Nov-90 All All 6
WR 53 7322 11-May-93 5 5 9
WR 53 7409 23-Apr-93 4 4 6
WR 53 A310 07-May-93 All 3
WR 53 A330 19-May-92 All -3
WR 53 A350 19-May-92 All All -5
WR 53 C310 06-Aug-90 All All 6
WR 53 C320 28-Apr-92 All All -6
WR 53 C320 29-Mar-93 All All -6
WR 53 C320 28-Aug-96 All All -6
WR 53 C330 28-Apr-92 All -5
WR 53 C330 28-Aug-96 All -5
WR 53 C340 29-Mar-93 All -5
WR 53 C350 28-Apr-92 All All -6
WR 53 C350 28-Aug-96 1 -5
NCR 55 3019 17-Sep-95 All All 9
NCR 55 5037 17-Sep-95 All All 8
NCR 55 5040 30-Sep-95 1 1 8
NCR 55 5040 30-Sep-95 2 2 8
NCR 55 5040 30-Sep-95 4 4 8
NCR 55 5040 30-Sep-95 5 5 8
NCR 55 5040 30-Sep-95 6 6 6 8
NCR 55 0901 18-Sep-95 3 1 1 17
NCR 55 0902 18-Jun-92 2 2 8
NCR 55 0902 18-Jun-92 4 4 8
NCR 55 0902 18-Jun-92 6 6 8
NCR 55 0902 18-Jun-92 7 7 8
NCR 55 0907 18-Jun-92 2 12
NCR 55 0907 18-Sep-95 1 1 12
NCR 55 A901 17-Jun-92 3 3 9
NCR 55 A902 17-Jun-92 3 3 9
NCR 55 A902 27-Oct-92 All 1 9
NCR 55 A903 27-Oct-92 All 1 9
NCR 55 A907 27-Oct-92 All 1 61
NCR 55 A908 27-Oct-92 All 1 9
NCR 55 A909 27-Oct-92 All 1 9
NCR 55 B901 17-Jun-92 All All 6
NCR 55 B901 28-Sep-95 6 6 15
NCR 55 B902 17-Jun-92 All All 6
NCR 55 B902 28-Sep-95 1 1 1 12
NCR 55 B902 28-Sep-95 3 3 3 12
NCR 55 B902 28-Sep-95 4 4 4 12
NCR 55 B902 28-Sep-95 5 12
NCR 55 B902 28-Sep-95 9 12
NCR 55 B903 17-Jun-92 All All 6

122
 Table 20. Profile runs with shifted start locations.
Equip Lost Wrong Out Early Early Early DMI Possibly Possibly
IMS Spike Lock Location Study Start Start Start Off Not Not
Spike Del Del Del Del Del Edit OK Del Reported Reported Estimated
LTPP State SHRP Profile Run Run Run Run Run Run Run Run Run Prior Prior Offset
Region Code ID Date Time No. No. No. No. No. No. No. No. No. Maint Rehab (m)
NCR 55 B903 28-Sep-95 3 12
NCR 55 B903 28-Sep-95 4 12
NCR 55 B903 28-Sep-95 5 5 12
NCR 55 B903 28-Sep-95 6 12
NCR 55 B903 28-Sep-95 8 12
NCR 55 B907 17-Jun-92 All All 6
NCR 55 B907 28-Sep-95 3 12
NCR 55 B907 28-Sep-95 4 4 4 12
NCR 55 B907 28-Sep-95 5 12
NCR 55 B907 28-Sep-95 7 12
NCR 55 B907 28-Sep-95 8 12
NCR 55 B908 17-Jun-92 All All 6
NCR 55 B908 28-Sep-95 6 12
NCR 55 B908 28-Sep-95 7 12
NCR 55 B909 17-Jun-92 2 2 6
NCR 55 B909 28-Sep-95 4 4 4 12
NCR 55 B909 28-Sep-95 6 12
NCR 55 B909 28-Sep-95 7 12
NCR 55 B909 28-Sep-95 8 12
NCR 55 B909 28-Sep-95 9 12
WR 56 1007 01-Nov-94 2 2 9
WR 56 2017 06-Oct-93 2 15
WR 56 2017 06-Oct-93 5 15
WR 56 6032 15-Sep-94 2 2 8
WR 56 A310 22-Jul-90 1,2 5
WR 56 A310 23-Sep-91 1 32
WR 56 A310 28-Oct-92 All All -8
WR 56 A320 22-Jul-90 1 15
WR 56 A320 22-Jul-90 2 15
WR 56 A320 22-Oct-90 All 14
WR 56 A320 23-Sep-91 1 23
WR 56 A330 22-Jul-90 1 11
WR 56 A330 22-Jul-90 2 11
WR 56 A330 22-Oct-90 All All 8
WR 56 A330 23-Sep-91 1 18
WR 56 A330 28-Oct-92 All All -6
WR 56 A350 22-Jul-90 1 15
WR 56 A350 22-Jul-90 2 15
WR 56 A350 22-Oct-90 1 11
WR 56 A350 23-Sep-91 1 25
WR 56 A350 28-Oct-92 All All -7
WR 56 A363 22-Jul-90 All All 7
WR 56 A363 22-Oct-90 All All 5
WR 56 A363 23-Sep-91 1 14
WR 56 B320 09-Nov-90 All 5
WR 56 B320 25-Sep-91 All All 6
WR 56 B330 09-Nov-90 All All 8
WR 56 B330 25-Sep-91 1 13
WR 56 B350 09-Nov-90 All All 9
WR 56 B350 25-Sep-91 All 15
WR 56 B360 29-Oct-90 All All -6
WR 56 B360 09-Nov-90 All All 8
WR 56 B360 21-Jul-94 1 1 -6
WR 56 B360 21-Jul-94 2 2 -6
WR 56 B360 21-Jul-94 3 3 -6
WR 56 B360 21-Jul-94 4 4 -6
WR 56 B360 21-Jul-94 5 5 -6
WR 81 0502 15-Sep-92 All 5
WR 81 0502 24-Sep-93 1 3
WR 81 0503 15-Sep-92 All 5
WR 81 0503 24-Sep-93 All 5
WR 81 0504 30-Jul-94 1 5
WR 81 0507 30-Jul-94 1 3
WR 81 0509 15-Sep-92 All 5
WR 81 0509 24-Sep-93 1 3
WR 81 1805 16-Jun-91 All 11
WR 81 0502 20-Jun-91 1 11
WR 81 0502 20-Jun-91 2 11
WR 81 0502 20-Jun-91 3 11
WR 81 0502 20-Jun-91 5 5 11
WR 81 0502 20-Jun-91 6 6 11
WR 81 0503 30-Jul-94 1 11
WR 81 0508 30-Jul-94 1 1 8
WR 81 0508 10-Jun-95 All -12
WR 81 0509 30-Jul-94 1 11
NCR 83 A310 18-Feb-94 All All 6
NCR 83 A331 27-Aug-92 1 1 6
NCR 83 A350 27-Aug-92 1 1 6

123
 Table 20. Profile runs with shifted start locations.
Equip Lost Wrong Out Early Early Early DMI Possibly Possibly
IMS Spike Lock Location Study Start Start Start Off Not Not
Spike Del Del Del Del Del Edit OK Del Reported Reported Estimated
LTPP State SHRP Profile Run Run Run Run Run Run Run Run Run Prior Prior Offset
Region Code ID Date Time No. No. No. No. No. No. No. No. No. Maint Rehab (m)
NAR 85 1808 28-Jul-90 All 15
NAR 87 A320 24-Apr-92 2,8 3
NAR 87 A330 24-Apr-92 2,8 3
NAR 87 A340 24-Apr-92 2,8 3
NAR 87 A350 24-Apr-92 2,8 3
NAR 87 B320 13-Jul-95 All 24
NAR 87 B361 05-Mar-97 All 2
NAR 87 B361 08-Aug-97 All 2
NAR 88 1645 21-Sep-92 1 12
NAR 88 1645 21-Sep-92 2 12
NAR 88 1645 21-Sep-92 3 3 12
NAR 88 1645 21-Sep-92 4 12
NAR 88 1645 21-Sep-92 5 5 12
NAR 89 3001 11-Aug-93 1 1 6
NAR 89 3001 11-Aug-93 4 4 6
NAR 89 3001 11-Aug-93 5 5 6
NCR 90 6405 19-Feb-94 3 15
NCR 90 A310 31-May-90 All All 49
NCR 90 A351 17-Jul-91 All 43
NCR 90 B320 19-Feb-94 3 3 15
NCR 90 B350 19-Feb-94 3 15

124
 APPENDIX H. SUMMARY OF WRONG TESTING LOCATION DATA
Table 21. Profile runs tested in the wrong location.
Equip Lost Wrong Out Early DMI Possibly Possibly
IMS Spike Lock Location Study Start Off Not Not
Spike Del Del Del Del Del Del Reported Reported
LTPP State SHRP Profile Run Run Run Run Run Run Run Prior Prior
Region Code ID Date Time No. No. No. No. No. No. No. Maint Rehab
NCR 17 1002 12-Jun-90 All
NCR 17 1003 03-Mar-95 All
NCR 17 4082 13-Jan-94 All
NCR 17 5151 11-Mar-95 All
NCR 17 9267 11-Mar-95 4 All
NCR 18 3003 24-Jun-91 All
NCR 18 6012 15-Mar-95 2
NCR 18 6012 15-Mar-95 3
NCR 18 6012 15-Mar-95 4
NCR 18 6012 15-Mar-95 5
NCR 18 9020 04-Oct-89 All
NCR 18 9020 06-Oct-94 All
NCR 18 0901 27-Apr-92 All
NCR 18 0901 02-Feb-94 All
NCR 18 0902 27-Apr-92 All
NCR 18 0902 02-Feb-94 All
NCR 18 0904 27-Apr-92 All
NCR 18 0904 02-Feb-94 All
NCR 18 0905 27-Apr-92 All
NCR 18 0905 02-Feb-94 All
NCR 19 3009 16-Sep-94 5 All
NCR 19 3055 15-Sep-94 All
NCR 20 1009 23-Apr-96 All
NCR 20 4054 10-Mar-93 1 1
NCR 20 4054 10-Mar-93 8 8
NCR 20 4054 18-Feb-95 All
NCR 20 9037 09-Mar-93 5 2
NCR 20 9037 09-Mar-93 5 3
NCR 20 9037 09-Mar-93 5 4
NCR 20 0259 10-Mar-93 All
NCR 20 A340 24-Apr-96 All
NCR 20 A350 24-Apr-96 All
NCR 21 1010 28-Apr-90 All
NAR 24 0501 24-Jan-92 2
NAR 24 0501 24-Jan-92 4
NAR 24 0501 24-Jan-92 5
NAR 24 0560 24-Jan-92 All
NAR 24 0560 25-Jun-93 All 13-May-92
NAR 24 0561 08-Aug-91 All
NCR 26 3068 25-Sep-92 1 1
NCR 26 3068 25-Sep-92 2
NCR 26 3068 25-Sep-92 3
NCR 26 3068 25-Sep-92 4
NCR 26 3068 25-Sep-92 5
NCR 26 7072 24-Sep-92 1
NCR 26 7072 24-Sep-92 2
NCR 26 9029 09-Oct-89 All
NCR 26 9029 26-Sep-92 All
NCR 26 0659 09-Sep-94 8 All
NCR 26 C310 24-Jul-90 All
NCR 26 C320 24-Jul-90 All
NCR 26 C321 24-Jul-90 All
NCR 26 C330 24-Jul-90 All
NCR 26 C340 24-Jul-90 All
NCR 26 C350 24-Jul-90 All
NCR 26 C351 24-Jul-90 All
NCR 27 1016 13-Jul-91 All 5

125
 Table 21. Profile runs tested in the wrong location.
Equip Lost Wrong Out Early DMI Possibly Possibly
IMS Spike Lock Location Study Start Off Not Not
Spike Del Del Del Del Del Del Reported Reported
LTPP State SHRP Profile Run Run Run Run Run Run Run Prior Prior
Region Code ID Date Time No. No. No. No. No. No. No. Maint Rehab
NCR 27 1016 30-Oct-92 All
SR 28 3085 04-Dec-90 6
SR 28 3085 04-Dec-90 7
SR 28 3085 04-Dec-90 8
SR 28 3085 04-Dec-90 9
NCR 29 1002 10-May-94 All
NCR 29 1005 14-Mar-93 17:14:39 All
NCR 29 5047 15-Mar-93 1,2,5,7 All
NCR 29 5503 16-Feb-92 All
WR 30 0502 03-May-90 All
WR 30 0502 09-Nov-91 All
WR 30 0502 26-Aug-92 All
WR 30 0502 29-Sep-93 All
WR 30 0504 03-May-90 All
WR 30 0504 09-Nov-91 All
WR 30 0504 26-Aug-92 4 All
WR 30 0506 09-Nov-91 All
WR 30 0507 09-Nov-91 All
WR 30 0507 26-Aug-92 All
WR 30 0509 03-May-90 All
WR 30 0509 25-May-91 All
WR 30 0509 09-Nov-91 All
WR 30 0509 26-Aug-92 All
WR 30 0560 29-Sep-93 1 1
WR 30 0560 29-Sep-93 2
WR 30 0560 29-Sep-93 3
WR 30 0560 29-Sep-93 4
WR 30 0560 29-Sep-93 5
WR 30 0561 09-Nov-91 All
WR 30 0561 26-Aug-92 All
WR 30 0561 29-Sep-93 All
WR 30 A310 29-Sep-93 All
WR 30 A310 26-Jul-94 All
WR 30 A310 12-Sep-96 All
NCR 31 3018 17-Apr-96 All
NCR 31 3028 19-Sep-94 All
NCR 31 4019 29-Nov-93 2
NCR 31 4019 29-Nov-93 3
NCR 31 4019 29-Nov-93 4
NCR 31 4019 29-Nov-93 5
NCR 31 4019 29-Nov-93 7 7
NCR 31 0114 19-Apr-96 All
NCR 39 3801 05-Apr-94 All
NAR 42 0603 13-Aug-90 All
NAR 42 0604 13-Aug-90 All
NAR 42 0606 13-Aug-90 All
NAR 42 0607 13-Aug-90 All
NAR 42 0608 13-Aug-90 All
NAR 42 0662 13-Aug-90 All
NCR 46 6600 20-Jun-91 All
NCR 46 9106 23-Sep-96 All
SR 47 9024 10-Apr-95 All
WR 49 E430 14-Nov-92 All
WR 49 E440 14-Nov-92 All
WR 49 E441 14-Nov-92 All
WR 49 E443 14-Nov-92 All
WR 49 E444 14-Nov-92 All
WR 49 E445 14-Nov-92 All
WR 49 E456 14-Nov-92 All
WR 49 E458 14-Nov-92 All

126
 Table 21. Profile runs tested in the wrong location.
Equip Lost Wrong Out Early DMI Possibly Possibly
IMS Spike Lock Location Study Start Off Not Not
Spike Del Del Del Del Del Del Reported Reported
LTPP State SHRP Profile Run Run Run Run Run Run Run Prior Prior
Region Code ID Date Time No. No. No. No. No. No. No. Maint Rehab
WR 49 E461 14-Nov-92 All
WR 53 3019 25-Oct-89 4
WR 53 A310 29-Jul-91 All 01-Sep-90
NCR 55 6354 15-Feb-94 All
NCR 55 0908 18-Sep-95 2 4 4
NCR 55 0908 18-Sep-95 2 6 6
NCR 55 A901 28-Sep-95 All
NCR 55 A902 28-Sep-95 All
NCR 55 A903 28-Sep-95 All
NCR 55 A907 28-Sep-95 3 All
NCR 55 A908 28-Sep-95 All
NCR 55 A909 28-Sep-95 All
NCR 55 B901 28-Sep-95 5
NCR 55 B901 28-Sep-95 6 6
NCR 55 B901 28-Sep-95 7
NCR 55 B901 28-Sep-95 8
NCR 55 B901 28-Sep-95 9
NCR 55 B908 28-Sep-95 3
NCR 55 B908 28-Sep-95 8
NCR 55 B908 28-Sep-95 9
NCR 83 0501 29-Apr-95 All
NCR 83 0502 29-Apr-95 All
NCR 83 0503 29-Apr-95 All
NCR 83 0504 29-Apr-95 All All
NCR 83 0505 29-Apr-95 All
NCR 83 0506 29-Apr-95 All
NCR 83 0507 29-Apr-95 All
NCR 83 0508 29-Apr-95 All
NCR 90 6410 29-Aug-92 All
NCR 90 6412 29-Aug-92 All
NCR 90 A310 17-Jul-91 All
NCR 90 A310 28-Aug-92 All All
NCR 90 A310 12-Jun-93 All
NCR 90 A310 19-Nov-93 All

127
128
 APPENDIX I. SUMMARY OF OUT-OF-STUDY PROFILE DATA
Table 22. Profile runs for out-of-study sections.
Equip Lost Wrong Out Early Early DMI DMI Possibly Possibly
IMS Spike Lock Location Study Start Start Off Off Not Not
Spike Del Del Del Del Del Load Del Load Reported Reported
LTPP State SHRP Profile Run Run Run Run Run Run Run Run Run Prior Prior
Region Code ID Date Time No. No. No. No. No. No. No. No. No. Maint Rehab
WR 4 0601 02-May-95 All
WR 6 0602 06-Apr-93 All 1 1
WR 6 0602 11-Jun-96 6 All 1 1
NCR 17 1002 01-Oct-94 All
NCR 17 B310 14-Oct-94 All
NCR 17 B320 14-Oct-94 All
NCR 17 B330 14-Oct-94 All
NCR 17 B340 14-Oct-94 All
NCR 17 B350 14-Oct-94 All
NCR 18 0601 01-Feb-94 All 27-Jul-93
NCR 29 0666 13-Feb-92 All
WR 30 0501 09-Nov-91 All
WR 30 0501 26-Aug-92 5 All
WR 32 A351 27-Mar-92 All
SR 35 6035 03-Dec-93 All 01-Oct-93
SR 47 6022 28-Feb-94 All
NAR 87 A320 21-Aug-92 All All All
NAR 87 A320 09-Sep-93 All All
NAR 87 A320 15-Jul-94 All
NAR 87 A320 13-Jul-95 All All
NAR 87 A320 07-Aug-97 All
NAR 87 A330 21-Aug-92 All
NAR 87 A330 09-Sep-93 All
NAR 87 A330 15-Jul-94 All
NAR 87 A330 13-Jul-95 All
NAR 87 A330 07-Aug-97 All
NAR 87 A340 21-Aug-92 All
NAR 87 A340 09-Sep-93 All
NAR 87 A340 15-Jul-94 All
NAR 87 A340 13-Jul-95 All
NAR 87 A340 07-Aug-97 All
NAR 87 A350 20-Aug-92 All
NAR 87 A350 09-Sep-93 All
NAR 87 A350 15-Jul-94 All
NAR 87 A350 13-Jul-95 All
NAR 87 A350 07-Aug-97 All
NCR 90 1802 17-Jul-91 All
NCR 90 1802 28-Aug-92 All
NCR 90 1802 12-Jun-93 All
NCR 90 1802 25-Jun-95 All
NCR 90 A330 19-Nov-93 All 14-Jul-93
NCR 90 A330 19-Jul-94 All 14-Jul-93

129
130
 APPENDIX J. SUMMARY OF MISCALIBRATED DMI PROFILE RUNS
Table 23. Profile runs with miscalibrated DMI.
Equip Lost Wrong Out Early DMI DMI DMI Possibly Possibly
IMS Spike Lock Location Study Start Off Off Off Not Not Estimated
Spike Del Del Del Del Del Del Edit OK Reported Reported DMI
LTPP State SHRP Profile Run Run Run Run Run Run Run Run Run Prior Prior Offset
Region Code ID Date Time No. No. No. No. No. No. No. No. No. Maint Rehab (m)
NCR 20 1010 02-May-90 All All 6
NCR 20 B340 02-May-90 All All 6
NCR 20 B350 02-May-90 All All 6
NCR 21 4025 31-May-95 All All 6
NCR 21 A310 01-Jun-95 All All 6
NCR 21 A320 01-Jun-95 All 5
NCR 21 A330 01-Jun-95 All 5
NCR 21 A340 01-Jun-95 All All 6
NCR 21 A350 01-Jun-95 All All 6
NCR 26 9030 17-May-90 All All 6
NCR 27 1016 24-May-90 All All 6
NCR 27 4040 22-Apr-95 9:32:05 1 All All 8
NCR 27 4040 22-Apr-95 12:38:31 All All 8
NCR 27 4040 22-Apr-95 15:49:06 7 All All 8
NCR 27 4040 27-Jun-95 All All 8
NCR 27 6251 23-May-90 All All 6
NCR 27 6251 27-Jun-95 All All 6
NCR 27 0501 24-May-90 All All 6
NCR 27 0502 24-May-90 All All 6
NCR 27 0503 24-May-90 All All 6
NCR 27 0505 24-May-90 All All All 6
NCR 27 0507 24-May-90 All All All 6
NCR 27 0508 24-May-90 All All All 6
NCR 27 0509 24-May-90 All All 6
NCR 27 0559 24-May-90 All All All 6
NCR 27 0560 24-May-90 All All 6
NCR 27 0561 24-May-90 All All 6
NCR 27 B310 23-May-90 All All 8
NCR 27 B320 23-May-90 All All 8
NCR 27 B330 23-May-90 All All 8
NCR 27 B340 23-May-90 All All 8
NCR 27 B350 23-May-90 All All 8
NCR 27 C340 23-May-90 All All 6
NCR 27 C350 23-May-90 All All 8
NCR 27 D310 22-May-90 All 5
NCR 27 D320 22-May-90 All 5
NCR 27 D330 22-May-90 All 5
NCR 27 D340 22-May-90 All 5
NCR 27 D350 22-May-90 All 5
NCR 29 A340 30-Apr-90 All 3
NCR 29 B310 30-Apr-90 All 3
NCR 29 B320 30-Apr-90 All 3
NCR 29 B330 30-Apr-90 All 3
NCR 29 B340 30-Apr-90 All 3
NCR 31 3024 03-May-90 All All 6
NCR 31 3028 03-May-90 All All 6
NCR 31 A320 02-May-90 All 3
NCR 31 A330 02-May-90 All 3
NCR 31 A340 02-May-90 All 3
NCR 31 A350 02-May-90 All 3
NCR 31 A351 02-May-90 All 3
NCR 31 A352 02-May-90 All 3
NCR 31 A353 02-May-90 All 3
NCR 46 0803 22-Jun-95 All All 6
NCR 46 0804 22-Jun-95 All All 6
NCR 46 0859 22-Jun-95 All All 6
NCR 83 0501 25-May-90 All 5
NCR 83 0502 25-May-90 All 5
NCR 83 0503 25-May-90 All 5
NCR 83 0504 25-May-90 All 5
NCR 83 0505 25-May-90 All 5
NCR 83 0506 25-May-90 All 5
NCR 83 0508 25-May-90 All 5
NCR 83 0509 25-May-90 All 5
NCR 83 A320 27-Apr-95 All All All 6
NCR 83 A330 27-May-90 All All 6
NCR 83 A330 27-Apr-95 1 1 1 6
NCR 83 A330 27-Apr-95 2 2 2 6
NCR 83 A330 27-Apr-95 3 3 6
NCR 83 A330 27-Apr-95 6 6 6
NCR 83 A330 27-Apr-95 9 9 6
NCR 83 A331 27-Apr-95 All All 6

131
 Table 23. Profile runs with miscalibrated DMI.
Equip Lost Wrong Out Early DMI DMI DMI Possibly Possibly
IMS Spike Lock Location Study Start Off Off Off Not Not Estimated
Spike Del Del Del Del Del Del Edit OK Reported Reported DMI
LTPP State SHRP Profile Run Run Run Run Run Run Run Run Run Prior Prior Offset
Region Code ID Date Time No. No. No. No. No. No. No. No. No. Maint Rehab (m)
NCR 83 A340 27-May-90 All All 6
NCR 83 A340 27-Apr-95 All All 6
NCR 83 A350 27-May-90 All All 6
NCR 83 A351 27-May-90 All All 6
NCR 90 A310 31-May-90 All All All 6
NCR 90 A310 25-Jun-95 All All 6
NCR 90 A320 31-May-90 All All 6
NCR 90 A320 25-Jun-95 1 1 6
NCR 90 A320 25-Jun-95 2 2 2 6
NCR 90 A320 25-Jun-95 5 5 6
NCR 90 A320 25-Jun-95 6 6 6 6
NCR 90 A320 25-Jun-95 7 7 6
NCR 90 A330 31-May-90 1 1 6
NCR 90 A330 31-May-90 2 2 6
NCR 90 A330 31-May-90 3 3 6
NCR 90 A330 31-May-90 4 4 6
NCR 90 A330 31-May-90 5 5 5 6
NCR 90 A340 31-May-90 All All 6
NCR 90 A340 25-Jun-95 1 1 1 6
NCR 90 A340 25-Jun-95 2 2 6
NCR 90 A340 25-Jun-95 4 4 6
NCR 90 A340 25-Jun-95 5 5 6
NCR 90 A340 25-Jun-95 6 6 6
NCR 90 A350 31-May-90 All All 6
NCR 90 A350 25-Jun-95 1 1 1 6
NCR 90 A350 25-Jun-95 2 2 2 6
NCR 90 A350 25-Jun-95 4 4 6
NCR 90 A350 25-Jun-95 5 5 5 6
NCR 90 A350 25-Jun-95 7 7 6
NCR 90 A351 31-May-90 All All 6
NCR 90 A351 25-Jun-95 All All All 6
NCR 90 A352 31-May-90 All All 6
NCR 90 A352 25-Jun-95 2 2 2 6
NCR 90 A352 25-Jun-95 4 4 6
NCR 90 A352 25-Jun-95 7 7 7 6
NCR 90 A352 25-Jun-95 8 8 6
NCR 90 A352 25-Jun-95 9 9 6
NCR 90 B310 31-May-90 All All 6
NCR 90 B310 26-Apr-95 1 1 1 6
NCR 90 B310 26-Apr-95 2 2 2 6
NCR 90 B310 26-Apr-95 3 3 3 6
NCR 90 B310 26-Apr-95 4 4 6
NCR 90 B310 26-Apr-95 5 5 5 6
NCR 90 B310 24-Jun-95 All All 6
NCR 90 B320 31-May-90 All All 6
NCR 90 B320 26-Apr-95 A All All All 6
NCR 90 B320 24-Jun-95 All All 6
NCR 90 B330 31-May-90 All All 6
NCR 90 B330 26-Apr-95 1 1 1 6
NCR 90 B330 26-Apr-95 2 2 6
NCR 90 B330 26-Apr-95 3 3 3 6
NCR 90 B330 26-Apr-95 4 4 4 6
NCR 90 B330 26-Apr-95 5 5 5 6
NCR 90 B330 24-Jun-95 1 1 1 6
NCR 90 B330 24-Jun-95 2 2 2 6
NCR 90 B330 24-Jun-95 3 3 3 6
NCR 90 B330 24-Jun-95 6 6 6
NCR 90 B330 24-Jun-95 7 7 7 6
NCR 90 B331 31-May-90 All All 6
NCR 90 B331 26-Apr-95 A All All All 6
NCR 90 B331 24-Jun-95 All All All 6
NCR 90 B340 31-May-90 All All 6
NCR 90 B340 26-Apr-95 A 1 1 1 6
NCR 90 B340 26-Apr-95 A 2 2 6
NCR 90 B340 26-Apr-95 A 3 3 3 6
NCR 90 B340 26-Apr-95 A 4 4 4 6
NCR 90 B340 26-Apr-95 A 5 5 5 6
NCR 90 B340 24-Jun-95 3 3 3 6
NCR 90 B340 24-Jun-95 4 4 6
NCR 90 B340 24-Jun-95 5 5 6
NCR 90 B340 24-Jun-95 6 6 6 6
NCR 90 B340 24-Jun-95 7 7 7 6
NCR 90 B350 31-May-90 All All 6
NCR 90 B350 26-Apr-95 1 1 1 6
NCR 90 B350 26-Apr-95 2 2 6

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 Table 23. Profile runs with miscalibrated DMI.
Equip Lost Wrong Out Early DMI DMI DMI Possibly Possibly
IMS Spike Lock Location Study Start Off Off Off Not Not Estimated
Spike Del Del Del Del Del Del Edit OK Reported Reported DMI
LTPP State SHRP Profile Run Run Run Run Run Run Run Run Run Prior Prior Offset
Region Code ID Date Time No. No. No. No. No. No. No. No. No. Maint Rehab (m)
NCR 90 B350 26-Apr-95 3 3 6
NCR 90 B350 26-Apr-95 4 4 6
NCR 90 B350 26-Apr-95 5 5 5 6
NCR 90 B350 24-Jun-95 2 2 2 6
NCR 90 B350 24-Jun-95 3 3 6
NCR 90 B350 24-Jun-95 5 5 5 6
NCR 90 B350 24-Jun-95 6 6 6 6
NCR 90 B350 24-Jun-95 7 7 7 6
NCR 90 B351 31-May-90 All All 6
NCR 90 B351 26-Apr-95 All All All 6
NCR 90 B351 24-Jun-95 1 1 6
NCR 90 B351 24-Jun-95 4 4 4 6
NCR 90 B351 24-Jun-95 5 5 5 6
NCR 90 B351 24-Jun-95 6 6 6
NCR 90 B351 24-Jun-95 7 7 7 6

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134
APPENDIX K. SUMMARY: POSSIBLY UNREPORTED MAINTENANCE
Table 24. Profile runs with possibly unreported maintenance.
Equip Equip Lost Wrong Out Early DMI Possibly Possibly
IMS Spike Spike Lock Location Study Start Off Not Not
Spike Del Load Del Del Del Del Del Reported Reported
LTPP State SHRP Profile Run Run Run Run Run Run Run Run Prior Prior
Region Code ID Date Time No. No. No. No. No. No. No. No. Maint Rehab
WR 4 B330 21-Mar-95 5 01-Aug-94
WR 4 B350 23-Feb-92 1 01-Aug-94
WR 16 1009 24-Oct-92 24-Oct-92
NCR 18 0602 04-Apr-96 01-Jan-96
NCR 18 0605 04-Apr-96 01-Jan-96
NCR 19 A340 01-Sep-94 23-Mar-94
NCR 19 A350 01-Sep-94 23-Mar-94
NCR 20 B320 22-Apr-96 01-Jan-96
NCR 27 D330 27-Jul-94 All All 01-Aug-92
NCR 31 1030 19-Sep-96 07-Aug-96
NCR 38 2001 24-Oct-89 17-Aug-90
NAR 42 0605 24-Nov-92 30-Sep-92
NAR 42 A320 19-Nov-90 4 4 10-Sep-90
NAR 42 A320 19-Nov-90 1 10-Sep-90
NAR 42 A320 19-Nov-90 2 10-Sep-90
NAR 42 A320 19-Nov-90 3 10-Sep-90
NAR 42 A320 19-Nov-90 5 10-Sep-90
NAR 42 B330 20-Nov-90 6 6 01-Sep-90
NAR 42 B350 20-Nov-90 01-Sep-90
NCR 46 0602 20-Oct-93 01-Jun-93
NCR 46 0605 20-Oct-93 01-Jun-93
NCR 46 A411 03-Aug-92 01-Jun-92
NCR 46 A412 03-Aug-92 01-Jun-92
NCR 46 A421 03-Aug-92 2 2 01-Jun-92
NCR 46 A421 03-Aug-92 3 3 01-Jun-92
NCR 46 A421 03-Aug-92 5 5 01-Jun-92
NCR 46 A422 03-Aug-92 2 2 01-Jun-92
NCR 46 A423 03-Aug-92 01-Jun-92
SR 48 C420 13-Dec-94 10-May-94
NAR 51 A321 07-Dec-90 06-Sep-90

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136
APPENDIX L. SUMMARY OF UNREPORTED REHABILITATION
Table 25. Profile runs with unreported rehabilitation.
Equip Equip Lost Wrong Out Early Early DMI DMI Possibly Possibly
IMS Spike Spike Lock Location Study Start Start Off Off Not Not
Spike Del Load Del Delete Del Del Load Del Load Reported Reported
LTPP State SHRP Profile Run Run Run Run Run Run Run Run Run Run Prior Prior
Region Code ID Date Time No. No. No. No. No. No. No. No. No. No. Maint Rehab
SR 1 0504 01-Apr-92 11-Dec-91
SR 1 0505 01-Apr-92 11-Dec-91
SR 1 0506 01-Apr-92 11-Dec-91
SR 1 0507 01-Apr-92 11-Dec-91
SR 1 0508 01-Apr-92 11-Dec-91
SR 1 0509 01-Apr-92 11-Dec-91
WR 4 1002 09-Aug-96 All 13-May-96
WR 4 1003 27-Jan-97 25-May-93
WR 4 1007 04-Mar-95 1 1 01-Feb-95
WR 4 1015 04-Feb-97 01-Jan-97
WR 4 1021 21-Feb-97 13-Jun-96
WR 4 0559 21-Sep-90 01-Sep-90
WR 6 2004 25-Feb-97 31-Mar-95
WR 6 2051 16-Apr-97 01-Jan-97
WR 8 1047 07-Nov-92 01-Oct-92
NAR 10 4002 14-Jun-94 01-May-94
NAR 10 5005 16-Nov-95 All 01-May-95
NAR 10 0101 10-Jun-97 01-Sep-96
NAR 10 0102 10-Jun-97 01-Sep-96
NAR 10 0103 10-Jun-97 01-Sep-96
NAR 10 0104 10-Jun-97 01-Sep-96
NAR 10 0105 10-Jun-97 01-Sep-96
NAR 10 0106 10-Jun-97 01-Sep-96
NAR 10 0109 10-Jun-97 01-Sep-96
NAR 10 0111 10-Jun-97 01-Sep-96
NAR 10 0112 10-Jun-97 01-Sep-96
NAR 10 0159 10-Jun-97 01-Sep-96
NAR 10 0160 10-Jun-97 01-Sep-96
NAR 10 0201 10-Jun-97 01-Oct-96
NAR 10 0205 10-Jun-97 01-Oct-96
NAR 10 0209 10-Jun-97 01-Oct-96
NAR 10 0212 10-Jun-97 01-Oct-96
NAR 10 0259 30-Jul-96 01-Oct-96
SR 12 0502 02-Nov-95 18-Apr-95
SR 12 0503 02-Nov-95 17-Apr-95
SR 12 0504 02-Nov-95 18-Apr-95
SR 12 0505 02-Nov-95 18-Apr-95
SR 12 0506 02-Nov-95 18-Apr-95
SR 12 0507 02-Nov-95 14-Apr-95
SR 12 0508 02-Nov-95 12-Apr-95
SR 12 0509 02-Nov-95 18-Apr-95
SR 12 0561 02-Nov-95 18-Apr-95
SR 12 0563 02-Nov-95 18-Apr-95
SR 12 0564 02-Nov-95 18-Apr-95
SR 12 0565 02-Nov-95 17-Apr-95
SR 12 0566 02-Nov-95 18-Apr-95
SR 12 B310 03-Jul-91 19-Feb-91
SR 12 C310 01-Jul-91 19-Nov-90
SR 13 0501 13-Jun-94 All 07-Jun-93
SR 13 0502 13-Jun-94 All 16-Jun-93
SR 13 0503 13-Jun-94 All 08-Jun-93
SR 13 0504 13-Jun-94 All 16-Jun-93
SR 13 0505 13-Jun-94 All 16-Jun-93
SR 13 0506 13-Jun-94 All 07-Jun-93
SR 13 0507 13-Jun-94 All 16-Jun-93
SR 13 0508 13-Jun-94 All 16-Jun-93
SR 13 0509 13-Jun-94 All 16-Jun-93
SR 13 0560 14-Jun-94 All 15-Jun-93
SR 13 0561 14-Jun-94 All 15-Jun-93
SR 13 0562 14-Jun-94 All 17-Jun-93
SR 13 0563 14-Jun-94 All 17-Jun-93
SR 13 0564 14-Jun-94 All 17-Jun-93
SR 13 0565 14-Jun-94 All 18-Jun-93
SR 13 0566 14-Jun-94 All 18-Jun-93
SR 13 0567 14-Jun-94 All 18-Jun-93
NCR 17 0605 17-Dec-91 1 1 01-Sep-90
NCR 17 0660 17-Dec-91 All All 01-Sep-90
NCR 17 0661 17-Dec-91 3 3 01-Sep-90
NCR 17 0661 17-Dec-91 4 4 01-Sep-90
NCR 18 2008 25-Mar-95 01-Jan-95

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 Table 25. Profile runs with unreported rehabilitation.
Equip Equip Lost Wrong Out Early Early DMI DMI Possibly Possibly
IMS Spike Spike Lock Location Study Start Start Off Off Not Not
Spike Del Load Del Delete Del Del Load Del Load Reported Reported
LTPP State SHRP Profile Run Run Run Run Run Run Run Run Run Run Prior Prior
Region Code ID Date Time No. No. No. No. No. No. No. No. No. No. Maint Rehab
NCR 18 5022 03-Oct-92 All 16-May-92
NCR 18 0601 01-Feb-94 All 27-Jul-93
NCR 18 0605 14-Dec-90 30-Aug-90
NAR 23 1028 04-Aug-94 01-Jun-94
NAR 23 0502 15-Aug-95 27-Jun-95
NAR 23 0503 15-Aug-95 27-Jun-95
NAR 23 0504 15-Aug-95 All 27-Jun-95
NAR 23 0505 15-Aug-95 All 27-Jun-95
NAR 23 0506 15-Aug-95 All 27-Jun-95
NAR 23 0507 15-Aug-95 27-Jun-95
NAR 23 0508 15-Aug-95 9 9 27-Jun-95
NAR 23 0508 15-Aug-95 4 27-Jun-95
NAR 23 0508 15-Aug-95 5 27-Jun-95
NAR 23 0508 15-Aug-95 7 27-Jun-95
NAR 23 0508 15-Aug-95 8 27-Jun-95
NAR 23 0509 15-Aug-95 All 27-Jun-95
NAR 23 0559 15-Aug-95 All 27-Jun-95
NAR 24 5807 12-Nov-90 All 01-Sep-90
NAR 24 0502 25-Jun-94 All 01-Jun-92
NAR 24 0560 25-Jun-93 All 13-May-92
NAR 24 0561 25-Jun-93 All 13-May-92
NCR 27 D310 05-Aug-92 01-Aug-92
SR 28 7012 19-Jan-94 3 3 01-Sep-92
SR 28 0501 14-Nov-90 25-Sep-90
SR 28 0502 14-Nov-90 25-Sep-90
SR 28 0504 14-Nov-90 24-Sep-90
SR 28 0505 14-Nov-90 24-Sep-90
SR 28 0506 14-Nov-90 24-Sep-90
SR 28 0507 14-Nov-90 24-Sep-90
SR 28 0508 14-Nov-90 25-Sep-90
SR 28 0509 14-Nov-90 6 6 25-Sep-90
SR 28 0560 14-Nov-90 25-Sep-90
SR 28 A320 12-Jul-91 23-Aug-90
SR 28 A330 12-Jul-91 23-Aug-90
NCR 29 5473 11-Mar-91 01-May-90
WR 32 7000 16-Nov-92 01-Sep-97
WR 32 B310 27-Sep-90 27-Sep-90
NAR 34 1031 31-Jul-96 01-May-96
SR 35 6035 03-Dec-93 All 01-Oct-93
NAR 36 A331 15-Sep-93 01-Jul-93
SR 40 0605 16-Mar-93 5 5 27-Aug-92
WR 41 2002 15-Jun-96 27-Aug-93
WR 41 7018 26-Apr-92 26-Jun-91
NAR 42 1605 31-Aug-95 01-May-95
NAR 42 A310 19-Nov-90 1 1 05-Jun-90
NAR 42 A310 19-Nov-90 4 4 05-Jun-90
NAR 42 B310 20-Nov-90 4 4 01-Sep-90
NAR 42 B310 20-Nov-90 5 5 01-Sep-90
SR 47 2008 24-May-90 01-Jul-91
SR 48 H330 04-Apr-91 2 All 11-Oct-90
SR 48 H330 04-Apr-91 All 11-Oct-90
SR 48 H330 04-Apr-91 All 11-Oct-90
SR 48 H330 04-Apr-91 All 11-Oct-90
SR 48 H330 04-Apr-91 All 11-Oct-90
NAR 50 1681 22-Jul-92 01-Jun-91
NAR 51 A310 07-Dec-90 23-Oct-90
WR 53 6048 21-Sep-92 19-Aug-92
WR 53 A310 29-Jul-91 All 01-Sep-90
NAR 54 1640 13-Nov-91 01-May-91
NAR 54 5007 04-Nov-92 5 5 01-Sep-92
NCR 55 3014 12-Jul-94 01-Jul-94
WR 56 2019 17-Jul-97 01-Jan-97
WR 56 6031 21-Jul-97 01-Jan-97
NAR 84 6804 24-Sep-92 01-Sep-91
NCR 90 6412 30-May-90 01-May-90
NCR 90 A330 19-Nov-93 All 14-Jul-93
NCR 90 A330 19-Jul-94 All 14-Jul-93

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 GLOSSARY

Acceleration Transducer Sensor that measures the rate of change in vertical

(Accelerometer) movement of a profile-measuring vehicle.
Accelerometer-Established System of accelerometers, vertical displacement
Inertial Profiling Reference transducers, and distance-measuring instrument
(AEIPR) used to collect longitudinal profiles on pavement
surfaces.
Analysis of Variance A procedure for dividing the total variation of a
(ANOVA) set of data into various components, including
variation due to the error in selecting and testing
specimens, within-sample variation, and
inter-sample variation. Estimates of the different
components of variation are then used to judge
whether differences in sample means are
statistically significant by comparing within- and
between-sample variation.
Coefficient of Determination The proportion of variability in the dependent
(r2 or R2) variable that is accounted for or can be explained
by the independent variables of a model. R2 is
used for models with multiple independent
variables, while r2 is for models with a single
independent variable. For this analysis, poor, fair,
good, and excellent ranges were set at < 50, 51-75,
76-95, and 96-100.
Coefficient of Variation A measure of the dispersion of observed values
(COV) equal to the standard deviation for the values
divided by the average of the values. It may be
expressed as a percentage of the average.
Construction Number Incremented number (beginning with 1) assigned
to each test section in the IMS database that is
increased for each pavement rehabilitation event.
DataPave Interactive software developed by the FHWA
LTPP program to allow users to view, select, and
extract data from the IMS database.
Degrees of Freedom (DF) Degrees of freedom is generally defined as the
number of values from a given set of data that can
be assigned arbitrarily and still get the same value
for each of one or more statistics calculated from
the set of data.

139
Distance-Measuring Sensor mounted to a profile-measuring vehicle
Instrument (DMI) wheel that accurately measures the distance
traveled by the vehicle.
Duncan’s Multiple-Range A multiple-comparison procedure developed in
Test 1955 by D.B. Duncan for obtaining all pairwise
comparisons among a given number of sample
means.
F-test A statistical test used to verify a given research
hypothesis (HA) by trying to contradict another
hypothesis, called the null hypothesis (H0). The
null hypothesis usually concerns whether the
variance of a given data set is inconsistent relative
to the variances of other data sets. The decision to
accept or reject the null hypothesis or reject it in
favor of the research hypothesis is based on a test
statistic (i.e., F-test statistic). The F-test utilizes
the F-test statistic (F-value), which is estimated as
the ratio of the variance of the given dataset to the
pooled variance of all other data sets (excluding
the variance of the test data set). The calculated
F-statistic is compared to a predetermined value. If
the calculated F-statistic is greater than the
predetermined values (lies in the upper tail of the
F-distribution), the null hypothesis is rejected.
General Pavement Studies LTPP test sections established using existing
(GPS) pavements intended for early evaluation of
available pavement designs and practices.
Information Management An Oracle database established in 1989 for storage
System (IMS) and retrieval of all critical information collected in
the SHRP-LTPP program.
International Roughness A profile-based filter that simulates the response
Index (IRI) to pavement roughness of a "Golden Car"
traveling at 80 km/h, measured in units of
length/length (m/km).
Least-Square Means The least-square means, or the population
marginal means, are the value of class or subclass
means that would be expected for a balanced
experimental design involving the class variable
with all covariates (continuous variables) at their
mean value.

140
Level of Significance The upper limit for the probability of a decision
(p-value) being made that a hypothesis about the value of a
parameter is false when, in fact, it is true. It may
also be defined as the weight of the evidence for
rejecting a given null hypothesis, given in terms of
probability for a given statistical test.
Long Term Pavement A 20-year program, sponsored by the FHWA,
Performance (LTPP) intended to collect data on pavement performance,
evaluate pavement design, and identify factors
affecting pavement performance.
Mays Output (MO) An estimate, based on AEIPR-measured profiles,
of the mechanical filter-based pavement roughness
index & Mays Ride Number.
Probability > F (Pr > F) The significance probability value (calculated
F-statistic) associated with the F-test and obtained
from a given data set.
Profilometer AEIPR manufactured by K.J. Law.
ProQual Software Software used to provide quality control and data
processing for LTPP profile data.
Regional Coordination Contractor charged with collecting pavement
Office Contractor (RCOC) performance data for the LTPP program. There
are four contractors collecting data in the North
Atlantic, North Central, Western, and Southern
regions of the United States and Canada.
Root Mean Square Vertical A profile-based measure of pavement roughness
Acceleration (RMSVA) based on the rate of change in pavement surface
elevation using data from selected intervals.
Slope Variance (SV) A profile-based estimate of a mechanical-type
pavement roughness statistic measured using a
CHLOE Profilometer.
Special Pavement Studies LTPP test sections designed and constructed to
(SPS) evaluate specific pavement designs and materials
in different climatic regions under varying traffic
conditions.
Standard Deviation (SD) The positive square root of variance.

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Tukey Studentized Range A multiple comparison procedure developed in
Test 1953 by Tukey that makes use of the studentized
range distribution when more than two sample
means are being compared by comparing the
largest and smallest sample means.
Variance A measure of dispersion of a series of results
around their own mean.
Vertical Displacement Optical, infrared, laser, ultrasonic, or mechanical
Transducer (VDT) sensor that measures the vertical distance from the
accelerometer to the pavement surface.

142
 REFERENCES

1. Strategic Highway Research Program, National Research Council, Manual for Profile
Measurement: Operational Field Guidelines, Report No. SHRP-P-378, February 1994.

2. Perera, R.W.; Kohn, S.D.; and Rada, G.R., LTPP Manual for Profile Measurements:
Operational Field Guidelines, Version 3.0, Federal Highway Administration, Contract
No. DTFH61-92-C-00134, July 1997.

3. Perera, R.W.; Kohn, S.D.; and Rada, G.R., LTPP Manual for Profile Measurements:
Operational Field Guidelines, Version 3.1, Federal Highway Administration, Contract
No. DTFH61-92-C-00134, January 1999.

4. Smith, K.L.; Smith, K.D.; Evans, L.E.; Hoerner, T.E.; and Darter, M.I., Smoothness
Specifications for Pavements, NHCRP Project 1-31, National Cooperative Highway
Research Program, Transportation Research Board, National Research Council, March
1997.

5. Sayers, M.W.; Gillespie, T.D.; and Queiroz, A.V., The International Road Roughness
Experiment & Establishing a Correlation and a Calibration Standard for Measurements,
Technical Paper Number 45, World Bank, January 1986.

6. Perera, R.W.; Kohn, S.D.; and Elkins, G., Acceptance Testing of FHWA-LTPP Profilers,
Federal Highway Administration, April 1996.

7. Perera, R.W. and Kohn, S.D., Comparison Testing of FHWA-LTPP Profilers, Federal
Highway Administration, November 1998.

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144
 ADDENDUM & QUALITY REVIEW OF 1997-1999 PROFILE DATA

Introduction

An analysis of the variability of the 1989 through 1997 longitudinal profiles and IRI data in the
LTPP database was completed in June 1999. Several problems related to the profile data
collected prior to October 1997 were noted in the final report for this analysis. In January 1999,
the LTPP program issued a revised LTPP Manual for Profile Measurement (3) that called for
changes to profile data collection and processing procedures that should significantly reduce the
possibility of repeating the problems noted in the June 1999 report. To ensure that data
collected between October 1997 and January 1999 are of good quality, LTPP commissioned a
follow-up review of the interim data. The results of this review are discussed in this addendum.

Methods for Review

Previous analysis has concluded that reviewing overlaid profiles from LTPP test sections reveals
problem data much better than reviewing IRI data. Therefore, the LTPP longitudinal profile data
was reviewed, in addition to a review of the IRI data. The primary method for profile review
was a close visual evaluation of all newly collected profile data. A secondary method included
the review of the IRI trends for each section, and the subsequent review of profiles from sections
with any questionable trends.

Profile Data Review

To complete the profile data review, the Profile Viewer software was updated. This update
included displaying both the left and right wheelpath profiles on one page, displaying the
construction number and testing time for each run, and providing the capability of displaying an
unlimited number of profile runs.

Profiles from the repeated runs of all test sections measured between 1997 and 1999 were plotted
for evaluation of saturation spikes, lost lock, and shifted starts. The third runs from each date for
all test sections were also overlaid and plotted to provide a review of shifted starts, miscalibrated
DMI, and unreported rehabilitation. Each of the profile problems identified from the profiles is
described in Appendix A of the June 1999 report.

In addition, jpg files of each of these profiles were generated, and the PV-2 interactive
Web-based profile viewing software was developed for LTPP distribution. This software can be
incorporated into a Web page, allowing the user to view all profiles in the LTPP database prior to
September 1999.

IRI Review

Rapid changes in IRI over time are sometimes an indication of equipment problems, differences
in testing location, and rehabilitation events. To identify these changes, the DataPave 2.0
(September 1999) software was modified to display and scroll through the average IRI values for
each test section in the LTPP program. Sections that displayed rapid IRI reductions greater than

145
about 10 percent were identified, and the profiles from those test sections were printed out and
reviewed closely.

Profile Review Results

As expected, several of the problems noted in the previous review were also found in the interim
data. These included shifted starts and testing in an unknown location. Surprisingly, the T-6600
equipment in several regions continued to generate saturation spikes at event markers. Lost lock
was not a problem with the T-6600 data. DMI miscalibration was not a major problem either.
This is probably the result of the requirement in the 1997 Manual for Profile Measurement(2) that
an accurately measured 300-m section must be used to calibrate the DMI monthly. Results of the
secondary review are listed in table 26 and summarized in Appendix M of this report.

Table 26. Results of the supplemental profile review.

North Atlantic North Central Southern Western

Noted Items 690 T-6600 690 DNC T-6600 690 T-6600 690 T-6600
DNC DNC DNC
Total Runs Reviewed 8,600 4,442 14,705 9,477 10,389 3,756 14,255 7,310
Spikes (2-5 mm), # runs - - 1 45 - 199 - 200
Spikes (> 5 mm), # runs 8 - 5 65 6 279 8 62
Lost Lock, # runs 80 - 17 6
Wrong Location, # runs 10 5 50 18 10 30 5 -
Zero IRI, # runs - 1 - - - - - 15
GPS Start > 1 m - 2 54 22
SPS Start > 2 m 5 2 175 952
Start 5-10 m 5 30 - 608
Start > 10 m 12 2 - 316
Maintenance, # visits - 9 15 1
Rehabilitation, # visits 15 55 15 24
Variable 5-10 mm 96 11 115 11
Variable > 10 mm 157 31 273 34

Saturation Spikes

Several saturation spikes are still evident in the T-6600 profile data, particularly in data collected
using the Southern and Western Region Profilometers. All of these spikes were noted at the
beginning or ending stripe of a test section. New asphalt sections marked with reflective tape or
fresh paint generated the greatest frequency of saturation spikes.

Saturation spikes noted in the Southern Region data most commonly occurred in January,
February, and November 1997 and January 1998. The average spike amplitude was 9 mm, and
the maximum was 27 mm. Spikes in the Western Region typically occurred in April and
November 1998. They averaged 17 mm in height, with a maximum amplitude of 135 mm.

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Saturation spikes in the North Central Region occurred in the right wheelpath in late 1997 and
early 1998 on new AC pavements with fresh paint markings. Repair of the right sensor for this
profiler reduced the presence and amplitude of the spikes dramatically.

Previous analysis (see figure 33) indicated that saturation spikes of 5 mm or less in amplitude
have little effect. A 5-mm spike changes the IRI, RMSVA 4, RMSVA 16, Mays Output, and
slope variance about 1.3, 0.3, 2.0, 0.5, and 2.0 percent, respectively. Therefore, only saturation
spikes that were greater than 5 mm in amplitude were reprocessed and provided to RCOC’s for
replacement of profile data in the IMS database. This resulted in reprocessing and replacement
of 433 profile runs for all regions (1.7 percent of the T-6600 data).

Lost Lock

Lost lock was evident on only 103 690DNC profile runs. No lost lock was noted in the T-6600
profiles. In a few cases, the affected profiles were runs that were identified in the initial review
and had not been eliminated from the database. Other runs became more evident as being lost
lock with the inclusion of profiles from subsequent years. Lists of these runs have been provided
to RCOC’s for deletion or replacement.

Wrong Location

About 0.2 percent of the database (128 runs) were shifted by such a large magnitude that they
could not be identified as the section in question. These profiles were listed as having been
collected in the wrong location. Regional contractors have been asked to review, delete, or
replace these profiles.

Zero IRI

For any pavement other than a smooth glass-like surface, the IRI value should be greater than
zero. However, 16 LTPP profile runs contain an IRI value of zero. This is probably because the
IRI values were computed using a field computer and were not recomputed using an office
computer during the final review. Without the second computation, the IRI values are not
included in the final RIMS upload file, resulting in zero values in the database. These runs will
be extracted and reprocessed by the RCOC’s for replacement into the IMS before September
2000.

Shifted Start

Different regions showed markedly different amounts of shifted profiles. As noted in the
previous review of the 690DNC profiles, there are a large number of Western Region profiles
that did not begin collection at the same location. This was attributed to the problems
experienced with the DMI for that region’s Profilometer. A different type of problem is
generally noted in the supplemental review of the Western Region’s T-6600 profile start
locations. Typically, the five runs collected on the same date were initiated at the same location.
However, there were also many shifted starts for the Western Region T-6600 profiles from

147
October 1996 through December 1998. The average shift was about 9 m, and the maximum was
37 m.

The Southern Region also had several shifted starts in the T-6600 profile data, with an average
shift of 8 m. The number of shifted starts in the Southern Region profiles decreased after
October 1997, possibly due to a change in quality control procedures.

The RCOC’s were asked during the previous profile data review to delete and replace all
690DNC profiles that were shifted more than 10 m. When the runs were shifted from 5 to 10 m,
the RCOC’s were asked to replace the profiles with data from the correct location. If
replacement data were not available, the DATS contractor extracted these profiles and inserted a
comment listing the approximate start offset. For this supplemental review, the RCOC’s were
asked to replace or delete any remaining 690DNC profiles that were shifted more than 10 m.
This amounts to about 330 profile runs, or 0.7 percent of the 690DNC profiles.

For the supplemental review, tighter requirements were used for the allowable shifted start
distance. These requirements were based on the limits currently used by the North Central
Region Profilometer operators that require that GPS profiles shifted more than 1 m from the
correct start location be resubsectioned or replaced. They require that SPS profiles that were
shifted more than 2 m from the correct start location be resubsectioned or replaced. Based on
these supplemental review limits, the RCOC’s were asked to resection and replace all SPS
profiles collected using the T-6600 that were shifted more than 2 m from the true start location.
They were asked to reprocess, replace, or insert comments for GPS profiles that were shifted
more than 1 m from the true start location. About 1,212 profile runs (4.9 percent of the T-6600
profile data) will be reviewed and replaced, if possible.

Variable Profiles

Variable T-6600 profiles of any magnitude were only noted in the Southern and North Atlantic
Region profiles. This variation was measured as the maximum difference between the elevations
of the five repeat runs on a section. Instances of variability of more than 5 mm were identified.
Variable profiles are most commonly found in the North Atlantic data prior to August 1998,
while the variability of profiles in the Southern Region is consistent from August 1996 through
June 1999. The average variations for the North Atlantic and Southern Region variable profiles
were 16 and 21 mm, up to 60 and 170 mm, respectively. About 1.5 percent (145 visits) of the
T-6600 profile data displayed variability greater than 5 mm.

Typically, this problem appeared to be associated with accelerometer limits being exceeded as a
result of a sudden jolt or insufficient time for the sensors to settle prior to collection. However,
the Southern Region may have sensor problems that require repair prior to further data
collection. No action will be required to modify the data, but repairs to these profilers are
scheduled for April 2000.

148
Unreported Maintenance

Although unrelated to profile data quality, there are several profiles that indicate the occurrence
of maintenance activities. RCOC’s have been asked to confirm that the information is either in
IMS or that the data have been requested from the State agencies.

Unreported Rehabilitation

Rehabilitation is also unrelated to profile data quality. However, profile review provides the
opportunity to document the possible occurrence of rehabilitation and the lack of construction
event information. RCOC’s were asked to review the profiles and search their records to ensure
that rehabilitation had indeed occurred and that data had been requested from the State agencies.

Summary

A supplemental review of LTPP profile data loaded in the database between October 7, 1997,
and September 15, 1999, has been completed. This review identified reparable, irreparable, and
potentially reparable problems. Reparable problems included:

 Saturation spikes: Noted in 1.6 percent (406 runs) of the T-6600 profiles and 0.06 percent
(27 runs) of the 690DNC profiles.

 Incomplete IRI computation: Noted in 0.06 percent (16 runs) of the T-6600 profiles.

Saturation spikes have been reprocessed and distributed to regional contractors for replacement
of data in the IMS. Profiles with incomplete IRI computations have been listed and forwarded to
RCOC’s for reprocessing and reloading of the data.

Irreparable problems included:

 Lost lock: Noted in 0.2 percent (103 runs) of the 690DNC data.

Lists of profiles exhibiting lost lock problems have been provided to RCOC’s for deletion and
possible replacement.

Potentially reparable problems included:

 Shifted starts: Found in 4.9 percent (1,212 runs) of T-6600 profiles and 0.7 percent (330
runs) of 690DNC data.

 Testing in an unknown location: Identified in 0.2 percent (130 runs) of the profile data.

Regional contractors have been notified of all profiles with shifted starts and testing in an
unknown location and have been asked to reprocess and replace these profiles by August 18,
2000.

149
Recommendations

The interim profile data exhibited problems that were very similar to those found in the previous
profile data, which indicates the importance of quality control for LTPP profile data collection.
During the interim, a total of 1,689 runs (6.8 percent) collected using the T-6600 exhibited
problems. In addition to the recommendations listed in the June 1999 report, this study
reinforces the need for new quality control methods and tools that will improve LTPP profile
data collection and processing:

 Immediate implementation of quality control (QC) processes and software for field collection
and office review is critical.

 Regional contractors must have the tools to conduct a complete QC review similar to the
work completed in this study. This requires a significant upgrade to the ProQual software
and possibly supplemental software tools (Web version of Profile Viewer, IMS data
extraction, RIMS upload file checking tools). These tools must be fast and easy to use. If
these tools could be modified to meet the needs of individual RCO profile operations, they
would be even more effective and useful.

 More immediate and effective maintenance and repair by the Profilometer manufacturer is
needed to reduce the variability between profiles from repeated runs. This may include
remounting the sensor bar or reorienting the vertical height sensors.

150
 APPENDIX M. RESULTS OF SUBSEQUENT DATA REVIEW
Table 27. Profile runs with saturation spikes (1997-1999).
Equip. Lost Wrong Early Possibly Possibly Left Right
Spike Lock Locn. Zero Start Not Not Whp. Whp. Equip.
Reload Del Del IRI Del Reported Reported Spikes Spikes Spike
LTPP State SHRP Profile Test Run Run Run Load Run Prior Prior Run Run Elev.
Region Code ID Date Time No. No. No. Runs No. Maint Rehab No. No. (mm)
SR 1 0101 27-Jan-98 All All All 5
SR 1 0102 27-Jan-98 All All All 6
SR 1 0103 27-Jan-98 All All All 5
SR 1 0104 27-Jan-98 All All 6
SR 1 0104 07-Dec-98 All All 7
SR 1 0105 27-Jan-98 All All 5
SR 1 0106 27-Jan-98 All All 6
SR 1 0107 27-Jan-98 All All 6
SR 1 0108 27-Jan-98 All All 5
SR 1 0109 27-Jan-98 All All 5
SR 1 0110 27-Jan-98 All All 6
SR 1 0111 27-Jan-98 All All 5
SR 1 0161 27-Jan-98 All All All 5
SR 1 0162 27-Jan-98 All All 5
SR 1 0163 27-Jan-98 All All 5
SR 1 1001 27-Jan-98 All All 6
WR 4 0114 14-Jan-98 All All 5
WR 4 0114 07-Apr-98 All All 5
WR 4 0114 08-Apr-98 All All All 5
WR 4 0114 08-Jul-98 All All 5
WR 4 0121 08-Apr-98 All All All 5
WR 4 0121 04-Dec-98 All All All 4
WR 4 0124 08-Apr-98 All All 5
WR 4 0161 08-Apr-98 All All All 5
WR 4 0161 04-Dec-98 All All All 3
WR 4 0665 17-Apr-98 All All All 4
WR 4 0668 17-Apr-98 All All All 4
WR 4 0669 17-Apr-98 All All All 3
WR 4 0902 08-Apr-98 All All 5
WR 4 1003 04-Dec-97 All All 7
WR 4 1003 08-Dec-98 All All 5
WR 4 1024 14-Jan-98 All All 5
WR 4 1024 14-Apr-98 All All 6
WR 4 1024 08-Jul-98 All All 7
WR 4 1037 15-Apr-98 All All 8
WR 4 6060 17-Dec-97 All All 7
SR 5 0901 05-Feb-97 All All All 12
SR 5 0902 05-Feb-97 All All All 10
SR 5 0903 05-Feb-97 All All 13
SR 5 0960 05-Feb-97 All All All 12
SR 5 A430 09-Feb-97 All 2 All All 7
SR 5 A603 05-Feb-97 All All All 17
SR 5 A604 05-Feb-97 All All All 12
SR 5 A606 05-Feb-97 All All All 15
SR 5 A607 05-Feb-97 All All All 10
SR 5 A608 05-Feb-97 All All All 13
WR 8 A320 18-Sep-97 All All 7
SR 12 0101 27-Jan-97 All All 6
SR 12 0102 27-Jan-97 All All 7
SR 12 0103 27-Jan-97 All All 7
SR 12 0104 27-Jan-97 All All 7
SR 12 0105 27-Jan-97 All All 5
SR 12 0106 27-Jan-97 All All 6
SR 12 0107 27-Jan-97 All All 6
SR 12 0108 27-Jan-97 All All 8
SR 12 0109 27-Jan-97 All All 7
SR 12 0110 27-Jan-97 All All 6
SR 12 0111 27-Jan-97 All All 6
SR 12 0112 27-Jan-97 All All 6
SR 12 0161 27-Jan-97 All All 6
SR 12 0902 23-Jan-97 All All 7
SR 12 1030 14-Sep-97 All All 7

151
 Table 27. Profile runs with saturation spikes (1997-1999).
Equip. Lost Wrong Early Possibly Possibly Left Right
Spike Lock Locn. Zero Start Not Not Whp. Whp. Equip.
Reload Del Del IRI Del Reported Reported Spikes Spikes Spike
LTPP State SHRP Profile Test Run Run Run Load Run Prior Prior Run Run Elev.
Region Code ID Date Time No. No. No. Runs No. Maint Rehab No. No. (mm)
SR 12 4107 23-Jun-92 3 3 23
SR 13 1005 29-Jan-98 All All 13
SR 13 1031 16-Oct-97 All 1 All 8
SR 13 1031 28-Jan-98 All All 5
SR 13 1031 05-Aug-98 All All 5
WR 16 6027 19-Jul-95 All All 8
NCR 17 A340 17-May-97 All All 20
NCR 20 6026 11-Mar-93 6 6 9
NCR 20 A410 10-Mar-93 2 2 6
SR 22 0113 17-Nov-97 All All All 15
SR 22 0114 17-Nov-97 All All 9
SR 22 0117 17-Nov-97 All All 8
NAR 24 A340 05-Dec-90 1 1 10
NCR 26 0218 11-Aug-95 1 1 5
NCR 26 A350 14-Sep-95 7 7 8
SR 28 3099 30-Jul-98 All All 5
SR 28 3099 12-Apr-99 All All 5
NCR 29 B430 05-Mar-93 9 9 18
WR 30 0114 19-Nov-98 All 1 All 12
WR 30 0115 19-Nov-98 All All 13
WR 30 0116 19-Nov-98 All All 15
WR 30 0122 19-Nov-98 All 1 All 15
NCR 31 0904 18-Feb-97 1 1 1 20
WR 32 A330 24-Apr-97 2 2 90
WR 32 A330 24-Apr-97 2 2 135
SR 35 0502 09-Mar-97 1 1 1 5
SR 35 0502 09-Mar-97 3 3 7
SR 35 0503 09-Mar-97 All All 7 5
SR 35 0506 09-Mar-97 All All 5
SR 35 0507 09-Mar-97 8 8 8 5
SR 35 0508 09-Mar-97 1 1 1 5
SR 35 0508 09-Mar-97 2 2 5
SR 35 0901 09-Mar-97 All All 5
SR 35 0902 09-Mar-97 7 7 7
SR 35 1005 21-May-97 All All 12
SR 35 1022 21-May-97 All All All 8
SR 35 1022 09-Mar-99 All All 2 5
SR 35 1112 15-Jan-97 All All 5
SR 35 2007 21-May-97 All All 14
SR 35 6035 20-May-97 All All All 18
NAR 37 1802 05-Feb-90 2 2 6
SR 40 0113 19-Nov-97 All All 5
SR 40 0116 19-Nov-97 All All 5
SR 40 0117 19-Nov-97 All All 7
SR 40 0118 19-Nov-97 All All 5
SR 40 0119 19-Nov-97 All All 9
SR 40 0120 19-Nov-97 All All 10
SR 40 0122 19-Nov-97 All All 8
SR 40 0124 19-Nov-97 1 1 15
SR 40 0124 19-Nov-97 2 2 14
SR 40 0502 14-Jan-98 All All 5
SR 40 0509 14-Jan-98 All All 5
SR 40 0560 14-Jan-98 All All 18
WR 41 6011 07-May-98 All All 7
NAR 42 5020 02-Dec-89 3 3 7
NAR 42 1597 24-May-90 All All 60
SR 47 0604 30-Jan-97 6 6 6 10
SR 47 0606 30-Jan-97 All All All 11
SR 47 0607 30-Jan-97 1 1 11
SR 47 0608 30-Jan-97 All All 9
SR 47 0661 30-Jan-97 All All All 11
SR 48 1130 30-Jan-95 All All 20
SR 48 0801 17-Jan-97 All All All 7
SR 48 0901 30-Dec-96 All All All 5
SR 48 A504 03-Jun-97 All All 17

152
 Table 27. Profile runs with saturation spikes (1997-1999).
Equip. Lost Wrong Early Possibly Possibly Left Right
Spike Lock Locn. Zero Start Not Not Whp. Whp. Equip.
Reload Del Del IRI Del Reported Reported Spikes Spikes Spike
LTPP State SHRP Profile Test Run Run Run Load Run Prior Prior Run Run Elev.
Region Code ID Date Time No. No. No. Runs No. Maint Rehab No. No. (mm)
SR 48 A505 03-Jun-97 2 2 19
SR 48 A506 03-Jun-97 All All 17
SR 48 A507 03-Jun-97 All All 27
SR 48 A508 03-Jun-97 2 2 7
SR 48 A509 03-Jun-97 2 2 14
SR 48 M330 20-Mar-97 All All All 9
SR 48 M340 20-Mar-97 All All All 5
SR 48 M350 20-Mar-97 All All All 20
WR 53 7322 07-Oct-97 All All 5
WR 53 0801 07-Oct-97 All All 10
NCR 55 0113 01-Dec-97 All All 11
NCR 55 0114 01-Dec-97 All All 12
NCR 55 0115 01-Dec-97 All All 12
NCR 55 0116 01-Dec-97 All All 10
NCR 55 0117 01-Dec-97 All All 13
NCR 55 0118 01-Dec-97 All All 9
NCR 55 0119 01-Dec-97 All All 11
NCR 55 0120 01-Dec-97 All All 6
NCR 55 0121 01-Dec-97 All All 12
NCR 55 0122 01-Dec-97 All All 12
NCR 55 0123 01-Dec-97 All All 13
NCR 55 0124 01-Dec-97 2 2 5
NCR 55 0806 01-Dec-97 All All 11
WR 56 2037 24-Jun-89 1 1 45
WR 56 2037 24-Jun-89 4 4 45
WR 56 2037 24-Jun-89 5 5 45

153
 Table 28. Profile runs with lost lock (1997-1999).
Equip. Lost Wrong Early Possibly Possibly Left Whp Right Whp
Spike Lock Loc. Zero Start Not Not Lost Lost
Reload Del Del IRI Del Reported Reported Lock Lock
LTPP State SHRP Profile Test Run Run Run Load Run Prior Prior Run Run
Region Code ID Date Time No. No. No. Runs No. Maint Rehab No. No.
NAR 10 0101 05-Dec-96 All All
NAR 10 0102 05-Dec-96 All All
NAR 10 0103 05-Dec-96 All All
NAR 10 0104 05-Dec-96 All All
NAR 10 0105 05-Dec-96 All All
NAR 10 0106 05-Dec-96 All All
NAR 10 0107 05-Dec-96 All All
NAR 10 0108 05-Dec-96 All All
NAR 10 0109 05-Dec-96 All All
NAR 10 0110 05-Dec-96 All All
NAR 10 0111 05-Dec-96 All All
NAR 10 0112 05-Dec-96 All All
NAR 10 0159 05-Dec-96 All All
NCR 20 1009 23-Apr-96 1 01-Jan-96 1 1
NAR 37 5827 06-Nov-90 All All
SR 48 1183 17-Apr-94 All All All
SR 48 E330 18-Apr-94 All All All
SR 48 E340 18-Apr-94 All All All
SR 48 H320 18-Nov-96 2 2
SR 48 H320 18-Nov-96 5 5
WR 53 7322 19-Aug-94 3 3
NAR 54 4004 16-Nov-89 All All
WR 56 6032 20-Jul-95 All All
NAR 89 1021 30-Apr-90 All All

154
 Table 29. Profile runs with shifted start locations (1997-1999).
Equip. Lost Wrong Early Possibly Possibly Estimated
IMS Spike Lock Loc. Zero Start Not Not Shifted
Spike Reload Del Del IRI Del Reported Reported Start
LTPP State SHRP Profile Test Run Run Run Run Load Run Prior Prior Offset
Region Code ID Date Time No. No. No. No. Runs No. Maint Rehab (m)
SR 1 0101 27-Jan-98 All All 3
SR 1 0102 27-Jan-98 All All 3
SR 1 0103 27-Jan-98 All All 3
SR 1 0161 27-Jan-98 All All 4
WR 4 0113 08-Apr-98 All 4
WR 4 0113 04-Dec-98 All 4
WR 4 0114 08-Apr-98 All All 3
WR 4 0114 04-Dec-98 All 3
WR 4 0116 23-Jan-97 All 3
WR 4 0118 23-Jan-97 All 3
WR 4 0121 08-Apr-98 All All 3
WR 4 0121 04-Dec-98 All All 3
WR 4 0122 08-Apr-98 All 4
WR 4 0122 04-Dec-98 All 4
WR 4 0161 08-Apr-98 All All 3
WR 4 0161 04-Dec-98 All All 3
WR 4 0162 08-Apr-98 All 3
WR 4 0162 04-Dec-98 All 3
WR 4 0260 27-Jan-97 All 5
WR 4 0260 04-Dec-97 All 5
WR 4 0260 08-Dec-98 All 5
WR 4 0264 27-Jan-97 1 6
WR 4 0266 27-Jan-97 All 6
WR 4 0501 15-Jan-92 All 12
WR 4 0502 05-Feb-90 All 11
WR 4 0502 15-Jan-92 All 9
WR 4 0502 03-Feb-97 All 5
WR 4 0502 09-Dec-97 All 8
WR 4 0502 11-Dec-98 All 4
WR 4 0505 21-Sep-90 All 11
WR 4 0505 15-Jan-92 All 29
WR 4 0505 22-Feb-93 All 11
WR 4 0505 03-Feb-97 All 4
WR 4 0505 11-Dec-98 All 12
WR 4 0506 21-Sep-90 All 11
WR 4 0506 15-Jan-92 All 26
WR 4 0506 22-Feb-93 All 11
WR 4 0506 03-Feb-97 All 4
WR 4 0506 11-Dec-98 All 10
WR 4 0508 15-Jan-92 All 12
WR 4 0508 11-Dec-98 All 5
WR 4 0509 21-Sep-90 All 6
WR 4 0509 15-Jan-92 All 13
WR 4 0509 22-Feb-93 All 6
WR 4 0509 03-Feb-97 All 4
WR 4 0509 11-Dec-98 All 7
WR 4 0559 21-Sep-90 All 01-Sep-90 11
WR 4 0559 15-Jan-92 1 29
WR 4 0559 22-Feb-93 All 11
WR 4 0559 03-Feb-97 All 7
WR 4 0559 11-Dec-98 All 13
WR 4 0560 21-Sep-90 All 12
WR 4 0560 15-Jan-92 All 31
WR 4 0560 22-Feb-93 All 12
WR 4 0560 03-Feb-97 All 5
WR 4 0560 11-Dec-98 All 20
WR 4 0604 17-Apr-98 All 3
WR 4 0664 17-Apr-98 All 3
WR 4 0665 17-Apr-98 All All 5
WR 4 0666 17-Apr-98 All 4
WR 4 0667 17-Apr-98 All 3
WR 4 0668 19-Feb-97 1 4
WR 4 0668 17-Apr-98 All All 6

155
 Table 29. Profile runs with shifted start locations (1997-1999).
Equip. Lost Wrong Early Possibly Possibly Estimated
IMS Spike Lock Loc. Zero Start Not Not Shifted
Spike Reload Del Del IRI Del Reported Reported Start
LTPP State SHRP Profile Test Run Run Run Run Load Run Prior Prior Offset
Region Code ID Date Time No. No. No. No. Runs No. Maint Rehab (m)
WR 4 0669 17-Apr-98 All All 6
WR 4 A320 19-Feb-92 All 5
WR 4 A330 19-Feb-92 All 5
WR 4 A410 31-Jan-97 1 6
WR 4 A410 13-Jan-98 All 3
WR 4 A430 13-Jan-98 All 3
WR 4 A441 31-Jan-97 1 6
WR 4 A441 13-Jan-98 All 3
WR 4 A442 31-Jan-97 1 6
WR 4 A442 13-Jan-98 All 5
WR 4 A443 31-Jan-97 1 7
WR 4 A443 13-Jan-98 All 5
WR 4 A444 31-Jan-97 1 8
WR 4 A444 13-Jan-98 All 6
WR 4 A445 31-Jan-97 1 8
WR 4 A445 13-Jan-98 All 6
WR 4 A446 31-Jan-97 1 8
WR 4 A446 13-Jan-98 All 6
WR 4 A447 31-Jan-97 1 8
WR 4 A447 13-Jan-98 All 6
WR 4 A448 27-Feb-92 All 2
WR 4 A448 16-Feb-93 All 2
WR 4 A448 31-Jan-97 1 8
WR 4 A448 13-Jan-98 All 6
WR 4 A449 31-Jan-97 1 8
WR 4 A449 13-Jan-98 All 6
WR 4 A450 27-Feb-92 All 2
WR 4 A450 16-Feb-93 All 2
WR 4 A450 31-Jan-97 1 8
WR 4 A450 13-Jan-98 All 6
WR 4 A452 27-Feb-92 All 5
WR 4 A452 16-Feb-93 All 5
WR 4 A453 27-Feb-92 All 8
WR 4 A453 16-Feb-93 All 8
WR 4 A454 27-Feb-92 All 8
WR 4 A454 16-Feb-93 All 8
WR 4 A455 27-Feb-92 All 7
WR 4 A455 16-Feb-93 All 7
WR 4 A455 31-Jan-97 1 2
WR 4 A456 27-Feb-92 All 6
WR 4 A456 16-Feb-93 All 6
WR 4 A456 31-Jan-97 1 2
WR 4 A457 27-Feb-92 All 6
WR 4 A457 16-Feb-93 All 6
WR 4 A457 31-Jan-97 1 3
WR 4 A458 27-Feb-92 All 5
WR 4 A458 16-Feb-93 All 5
WR 4 A458 31-Jan-97 1 2
WR 4 A459 31-Jan-97 1 3
WR 4 A460 27-Feb-92 All 5
WR 4 A460 16-Feb-93 All 5
WR 4 A460 31-Jan-97 1 3
WR 4 A461 27-Feb-92 All 4
WR 4 A461 16-Feb-93 All 4
WR 4 A461 31-Jan-97 1 3
WR 4 A462 27-Feb-92 All 3
WR 4 A462 16-Feb-93 All 3
WR 4 A462 31-Jan-97 1 3
WR 4 A462 13-Jan-98 All 3
WR 4 A901 08-Apr-98 All 3
WR 4 B901 29-Jan-97 All 11
WR 4 B901 05-Dec-97 All 7
WR 4 B902 29-Jan-97 All 6

156
 Table 29. Profile runs with shifted start locations (1997-1999).
Equip. Lost Wrong Early Possibly Possibly Estimated
IMS Spike Lock Loc. Zero Start Not Not Shifted
Spike Reload Del Del IRI Del Reported Reported Start
LTPP State SHRP Profile Test Run Run Run Run Load Run Prior Prior Offset
Region Code ID Date Time No. No. No. No. Runs No. Maint Rehab (m)
WR 4 B902 05-Dec-97 All 6
WR 4 B903 29-Jan-97 All 5
WR 4 B903 05-Dec-97 All 6
WR 4 B961 29-Jan-97 All 7
WR 4 B963 02-Feb-97 All 7
WR 4 B963 05-Dec-97 All 3
WR 4 B964 05-Dec-97 All 20
SR 5 0213 06-Feb-97 1,4 3
SR 5 0216 06-Feb-97 1,4 3
SR 5 0217 06-Feb-97 1,4 3
SR 5 0218 06-Feb-97 1,4 2
SR 5 0219 06-Feb-97 1,4 2
SR 5 0220 06-Feb-97 1,4 3
SR 5 0221 06-Feb-97 1,4 3
SR 5 0222 06-Feb-97 1,4 2
SR 5 0224 06-Feb-97 1,4 3
SR 5 3071 10-Feb-97 All 2
SR 5 A430 09-Feb-97 All 2 1
WR 6 0505 27-Feb-97 All 26
WR 6 0505 11-Feb-98 All 26
WR 6 0505 05-Mar-99 All 30
WR 6 0506 27-Feb-97 All 5
WR 6 0506 11-Feb-98 All 6
WR 6 0507 27-Feb-97 All 6
WR 6 0507 11-Feb-98 All 6
WR 6 0508 27-Feb-97 All 8
WR 6 0508 11-Feb-98 All 7
WR 6 0509 27-Feb-97 All 8
WR 6 0509 11-Feb-98 All 7
WR 6 0559 27-Feb-97 All 20
WR 6 0559 11-Feb-98 All 14
WR 6 0560 27-Feb-97 All 10
WR 6 0561 27-Feb-97 All 11
WR 6 0561 11-Feb-98 All 8
WR 6 0562 27-Feb-97 All 12
WR 6 0562 11-Feb-98 All 8
WR 6 0563 27-Feb-97 All 12
WR 6 0563 11-Feb-98 All 11
WR 6 0564 27-Feb-97 All 13
WR 6 0564 11-Feb-98 All 9
WR 6 0565 27-Feb-97 All 17
WR 6 0565 11-Feb-98 All 11
WR 6 0566 27-Feb-97 All 19
WR 6 0566 11-Feb-98 All 12
WR 6 0567 27-Feb-97 All 19
WR 6 0567 11-Feb-98 All 11
WR 6 0568 27-Feb-97 All 19
WR 6 0568 11-Feb-98 All 12
WR 6 0569 27-Feb-97 All 6
WR 6 0569 11-Feb-98 All 6
WR 6 0570 27-Feb-97 All 6
WR 6 0570 11-Feb-98 All 5
WR 6 0571 27-Feb-97 All 6
WR 6 0571 11-Feb-98 All 5
WR 6 0602 11-May-91 All 5
WR 6 0602 14-Apr-92 All 9
WR 6 0603 11-May-91 All 14
WR 6 0604 11-May-91 All 17
WR 6 0605 11-May-91 All 10
WR 6 0606 11-May-91 All 15
WR 6 0607 11-May-91 All 14
WR 6 0607 06-May-98 All 7
WR 6 0608 11-May-91 All 10

157
 Table 29. Profile runs with shifted start locations (1997-1999).
Equip. Lost Wrong Early Possibly Possibly Estimated
IMS Spike Lock Loc. Zero Start Not Not Shifted
Spike Reload Del Del IRI Del Reported Reported Start
LTPP State SHRP Profile Test Run Run Run Run Load Run Prior Prior Offset
Region Code ID Date Time No. No. No. No. Runs No. Maint Rehab (m)
WR 6 0608 06-May-98 All 5
WR 6 0662 11-May-91 All 12
WR 6 0662 14-Apr-92 All 6
WR 6 0662 06-May-98 All 3
WR 6 0664 11-May-91 All 16
WR 6 0664 09-Jun-94 All 15
WR 6 0664 06-May-98 All 4
WR 6 2041 13-Dec-89 All 7
WR 6 2041 11-Feb-91 All 7
WR 6 3005 06-May-98 All 4
WR 6 A411 20-Sep-90 All 5
WR 6 A411 12-Mar-91 All 6
WR 6 A411 02-Mar-93 All 11
WR 6 A412 20-Sep-90 All 5
WR 6 A412 12-Mar-91 All 6
WR 6 A412 02-Mar-93 All 11
WR 6 A421 20-Sep-90 All 28
WR 6 A421 12-Mar-91 All 9
WR 6 A421 29-Feb-92 All 25
WR 6 A421 10-Apr-95 All 7
WR 6 A421 24-Feb-97 All 7
WR 6 A422 20-Sep-90 All 22
WR 6 A422 12-Mar-91 All 12
WR 6 A422 29-Feb-92 All 18
WR 6 A422 24-Feb-97 All 7
WR 6 A422 16-Feb-98 All 13
WR 6 A423 20-Sep-90 All 11
WR 6 A423 12-Mar-91 All 8
WR 6 A423 29-Feb-92 All 8
WR 6 A423 24-Feb-97 All 7
WR 6 A423 16-Feb-98 All 23
WR 6 A441 20-Sep-90 All 16
WR 6 A441 12-Mar-91 All 8
WR 6 A441 29-Feb-92 All 13
WR 6 A441 24-Feb-97 All 3
WR 6 A441 16-Feb-98 All 22
WR 6 A442 20-Sep-90 All 16
WR 6 A442 29-Feb-92 All 11
WR 6 A442 24-Feb-97 All 6
WR 6 A442 16-Feb-98 All 14
WR 6 A443 20-Sep-90 All 9
WR 6 A443 12-Mar-91 All 20
WR 6 A443 16-Feb-98 All 22
WR 6 B413 02-May-91 All 5
WR 6 B423 02-May-91 All 5
WR 6 B443 11-Apr-97 All 3
WR 6 B451 02-May-91 All 6
WR 6 B452 02-May-91 All 6
WR 8 7035 19-Nov-91 1 10
WR 8 7035 19-Nov-91 5 10
WR 8 7035 19-Nov-91 7 10
WR 8 9019 19-Nov-91 All 5
WR 8 0501 28-May-91 All 10
WR 8 0501 13-Nov-91 All 10
WR 8 0506 28-May-91 All 10
WR 8 0506 13-Nov-91 All 10
WR 8 0507 28-May-91 All 10
WR 8 0507 13-Nov-91 All 10
WR 8 0509 28-May-91 All 10
WR 8 0560 28-May-91 All 8
WR 8 7036 19-Nov-91 All 8
WR 8 7776 19-Nov-91 All 6
WR 8 7780 20-Nov-91 All 5

158
 Table 29. Profile runs with shifted start locations (1997-1999).
Equip. Lost Wrong Early Possibly Possibly Estimated
IMS Spike Lock Loc. Zero Start Not Not Shifted
Spike Reload Del Del IRI Del Reported Reported Start
LTPP State SHRP Profile Test Run Run Run Run Load Run Prior Prior Offset
Region Code ID Date Time No. No. No. No. Runs No. Maint Rehab (m)
WR 8 A310 29-Aug-90 All 30
SR 12 0110 15-Sep-97 All 2
SR 12 0110 05-Feb-98 All 3
SR 13 0562 27-Apr-99 All 4
SR 13 0563 27-Apr-99 All 4
SR 13 0564 27-Apr-99 All 4
SR 13 0565 08-May-96 All 4
SR 13 0566 27-Apr-99 All 4
WR 16 3023 17-Oct-89 All 5
WR 16 3023 20-Apr-93 All 5
WR 16 1005 21-Apr-93 All 5
WR 16 1021 23-Jul-97 1,2 4
WR 16 1021 14-Jun-98 All 4
WR 16 A310 01-Oct-90 All 5
WR 16 A310 16-Jun-98 All 4
WR 16 B310 21-Sep-91 All 8
WR 16 B310 23-Jul-97 1,2 8
WR 16 B310 14-Jun-98 All 3
WR 16 B330 23-Jul-97 1,2 4
WR 16 B350 20-Sep-91 All 17
WR 16 B350 23-Jul-97 1,2 11
WR 16 B350 14-Jun-98 All 6
WR 16 C310 20-Jul-90 All 6
WR 16 C310 05-Oct-90 All 6
WR 16 C310 15-Dec-96 All 5
WR 16 C330 15-Dec-96 All 4
WR 16 C350 20-Jul-90 All 7
WR 16 C350 05-Oct-90 All 7
WR 16 C350 15-Dec-96 All 5
NCR 18 1028 02-Dec-89 3 9
NCR 18 2009 31-May-91 All 22
NCR 18 3031 03-Dec-89 All 9
NCR 18 0670 04-Apr-90 3 15
NCR 19 0659 01-Nov-93 All 15
NCR 19 0701 30-Nov-93 All 15
NAR 24 0506 25-Jun-94 2,3,4 All 5
NAR 24 0507 24-Jan-92 2,3,4 All 17
NAR 24 0559 05-Nov-90 2,3,4 All 3
NAR 24 A340 25-Jun-92 3 12
NAR 24 A340 25-Jun-92 2,3,4 5 12
NAR 24 A340 25-Jun-92 2,3,4 6 12
NAR 24 A350 25-Jun-92 2,3,4 All 12
SR 28 3093 24-Sep-98 All 3
SR 28 A330 27-Jan-98 All 2
WR 30 0114 19-Nov-98 All 1 1
WR 30 0122 19-Nov-98 All 1 1
WR 30 0502 03-May-90 All 5
WR 30 0502 09-Nov-91 All 7
WR 30 0502 26-Aug-92 All 6
WR 30 0506 25-May-91 All 6
WR 30 0508 03-May-90 All 5
WR 30 0508 09-Nov-91 All 7
WR 30 0508 26-Aug-92 All 5
WR 30 0560 09-Nov-91 All 6
WR 30 0560 26-Aug-92 All 5
WR 30 0561 03-May-90 All 7
WR 30 7076 25-May-91 All 5
NCR 31 0902 18-Feb-97 1 9
NCR 31 0904 18-Feb-97 1 1 6
WR 32 0102 22-Apr-97 All 5
WR 32 0105 22-Apr-97 All 5
WR 32 0107 22-Apr-97 All 4
WR 32 0108 22-Apr-97 All 3

159
 Table 29. Profile runs with shifted start locations (1997-1999).
Equip. Lost Wrong Early Possibly Possibly Estimated
IMS Spike Lock Loc. Zero Start Not Not Shifted
Spike Reload Del Del IRI Del Reported Reported Start
LTPP State SHRP Profile Test Run Run Run Run Load Run Prior Prior Offset
Region Code ID Date Time No. No. No. No. Runs No. Maint Rehab (m)
WR 32 0111 22-Apr-97 All 5
WR 32 0112 22-Apr-97 All 4
WR 32 0203 22-Apr-97 All 3
WR 32 0204 28-Jun-96 All 5
WR 32 0204 22-Apr-97 All 6
WR 32 0207 22-Apr-97 All 4
WR 32 0208 22-Apr-97 All 4
WR 32 0209 22-Apr-97 All 3
WR 32 0210 22-Apr-97 All 6
WR 32 0211 22-Apr-97 All 6
WR 32 A453 07-Dec-93 All 5
WR 32 A455 07-Dec-93 All 8
WR 32 A456 07-Dec-93 All 8
WR 32 A457 07-Dec-93 All 8
WR 32 A457 18-Nov-97 All 12
WR 32 A457 27-Aug-98 All 11
WR 32 A458 07-Dec-93 All 9
WR 32 A459 07-Dec-93 All 11
WR 32 A460 07-Dec-93 All 11
WR 32 A461 07-Dec-93 All 13
WR 32 A462 07-Dec-93 All 13
WR 32 A463 07-Dec-93 All 14
WR 32 A464 07-Dec-93 All 13
SR 35 0502 09-Mar-97 1 1 3
SR 35 0507 09-Mar-97 8 8 2
SR 35 0508 09-Mar-97 1 1 2
NAR 37 0965 14-May-98 All 3
NCR 39 0204 15-Aug-96 1 15
NCR 39 0208 14-Aug-96 1,3,4,6 12
NCR 39 0265 14-Aug-96 All 3
NCR 46 6600 23-Jun-98 1 6
NCR 46 3013 03-May-97 2 17
NCR 46 3053 18-Nov-89 All 15
SR 48 0113 08-Sep-97 All 15
SR 48 0114 08-Sep-97 All 23
SR 48 0116 08-Sep-97 All 2
SR 48 0117 08-Sep-97 All 12
SR 48 0118 08-Sep-97 All 13
SR 48 0119 08-Sep-97 All 30
SR 48 0119 02-Apr-98 1 2
SR 48 0120 08-Sep-97 All 29
SR 48 0120 02-Apr-98 1 2
SR 48 0121 08-Sep-97 All 25
SR 48 0121 02-Apr-98 1 2
SR 48 0122 08-Sep-97 All 10
SR 48 0123 08-Sep-97 All 6
SR 48 0124 08-Sep-97 All 5
SR 48 0160 08-Sep-97 All 40
SR 48 0160 02-Apr-98 1 2
SR 48 0161 08-Sep-97 All 37
SR 48 0161 02-Apr-98 1 2
SR 48 0162 08-Sep-97 All 33
SR 48 0162 02-Apr-98 1 2
SR 48 0163 08-Sep-97 All 32
SR 48 0163 02-Apr-98 1 2
SR 48 0164 08-Sep-97 All 19
SR 48 0165 08-Sep-97 All 18
SR 48 0166 08-Sep-97 All 40
SR 48 0166 02-Apr-98 1 3
SR 48 0167 08-Sep-97 All 22
SR 48 0167 02-Apr-98 1 2
SR 48 1174 09-Apr-98 All 2
SR 48 3010 27-Mar-98 All 2

160
 Table 29. Profile runs with shifted start locations (1997-1999).
Equip. Lost Wrong Early Possibly Possibly Estimated
IMS Spike Lock Loc. Zero Start Not Not Shifted
Spike Reload Del Del IRI Del Reported Reported Start
LTPP State SHRP Profile Test Run Run Run Run Load Run Prior Prior Offset
Region Code ID Date Time No. No. No. No. Runs No. Maint Rehab (m)
SR 48 3559 26-Mar-98 All 3
SR 48 3699 29-Mar-98 All 3
SR 48 3719 26-Mar-98 All 3
SR 48 4146 27-Mar-98 All 3
SR 48 4152 10-Jun-97 1 3
SR 48 4152 10-Jun-97 4 3
SR 48 4152 10-Jun-97 6 3
SR 48 4152 10-Jun-97 9 3
SR 48 5026 27-Mar-98 All 3
SR 48 5154 30-Mar-98 All 3
SR 48 D420 10-Jun-97 3 2
SR 48 D430 10-Jun-97 3 3
SR 48 I310 26-Mar-98 All 6
SR 48 I320 26-Mar-98 All 9
SR 48 I330 26-Mar-98 All 10
SR 48 I340 26-Mar-98 All 13
SR 48 I350 26-Mar-98 All 17
WR 49 1004 29-Jun-90 All 5
WR 49 A310 29-Jun-90 All 5
WR 49 A351 29-Jun-90 All 7
WR 49 A352 29-Jun-90 All 7
WR 49 A361 29-Jun-90 All 8
WR 49 B310 02-Dec-98 All 6
WR 49 B330 02-Dec-98 All 4
WR 49 B331 25-Oct-91 All 6
WR 49 B350 25-Oct-91 All 6
WR 49 B350 02-Dec-98 All 5
WR 49 C310 01-Jul-90 All 5
WR 49 C331 01-Jul-90 All 10
WR 49 C331 13-Nov-97 All 3
WR 49 C350 01-Jul-90 All 6
WR 49 C351 01-Jul-90 All 6
WR 49 C352 01-Jul-90 All 12
WR 49 C361 01-Jul-90 All 15
WR 49 C361 13-Nov-97 All 3
WR 49 C410 18-Sep-91 All 10
WR 49 C410 21-Aug-98 All 10
WR 49 C430 18-Sep-91 All 11
WR 49 C430 21-Aug-98 All 15
WR 49 C431 18-Sep-91 All 18
WR 49 C431 03-Dec-93 All 5
WR 49 C431 21-Aug-98 All 18
WR 49 C440 21-Aug-98 All 12
WR 49 C441 18-Sep-91 All 10
WR 49 C441 21-Aug-98 All 10
WR 49 C443 18-Sep-91 All 11
WR 49 C443 21-Aug-98 All 12
WR 49 C444 18-Sep-91 All 11
WR 49 C444 21-Aug-98 All 15
WR 49 C445 18-Sep-91 All 12
WR 49 C445 21-Aug-98 All 17
WR 49 C446 18-Sep-91 All 11
WR 49 C446 21-Aug-98 All 17
WR 49 C447 18-Sep-91 All 12
WR 49 C447 21-Aug-98 All 18
WR 49 C448 18-Sep-91 All 19
WR 49 C448 03-Dec-93 All 6
WR 49 C448 21-Aug-98 All 17
WR 49 C449 18-Sep-91 All 16
WR 49 C449 03-Dec-93 All 5
WR 49 C449 21-Aug-98 All 18
WR 49 C450 18-Sep-91 All 16
WR 49 C450 03-Dec-93 All 6

161
 Table 29. Profile runs with shifted start locations (1997-1999).
Equip. Lost Wrong Early Possibly Possibly Estimated
IMS Spike Lock Loc. Zero Start Not Not Shifted
Spike Reload Del Del IRI Del Reported Reported Start
LTPP State SHRP Profile Test Run Run Run Run Load Run Prior Prior Offset
Region Code ID Date Time No. No. No. No. Runs No. Maint Rehab (m)
WR 49 C450 21-Aug-98 All 18
WR 49 C451 18-Sep-91 All 18
WR 49 C451 03-Dec-93 All 6
WR 49 C451 21-Aug-98 All 18
WR 49 C452 18-Sep-91 All 18
WR 49 C452 03-Dec-93 All 6
WR 49 C452 21-Aug-98 All 18
WR 49 C453 18-Sep-91 All 16
WR 49 C453 15-Nov-92 All 6
WR 49 C453 03-Dec-93 All 10
WR 49 C453 21-Aug-98 All 18
WR 49 C454 18-Sep-91 All 20
WR 49 C454 15-Nov-92 All 6
WR 49 C454 03-Dec-93 All 10
WR 49 C454 21-Aug-98 All 19
WR 49 C455 18-Sep-91 All 23
WR 49 C455 15-Nov-92 All 7
WR 49 C455 03-Dec-93 All 11
WR 49 C455 21-Aug-98 All 18
WR 49 C458 15-Nov-92 All 14
WR 49 D410 30-Jul-95 All 5
WR 49 D410 17-Nov-97 All 7
WR 49 D440 17-Nov-97 All 6
WR 49 D441 30-Jul-95 All 7
WR 49 D441 17-Nov-97 All 7
WR 49 D443 30-Jul-95 All 5
WR 49 D443 17-Nov-97 All 5
WR 49 D444 30-Jul-95 All 15
WR 49 D444 17-Nov-97 All 37
WR 49 D445 30-Jul-95 All 5
WR 49 D445 17-Nov-97 All 8
WR 49 D446 17-Nov-97 All 6
WR 49 D450 30-Jul-95 All 5
WR 49 D450 17-Nov-97 All 4
WR 49 D452 30-Jul-95 All 5
WR 49 D452 17-Nov-97 All 4
WR 49 D454 17-Nov-97 All 3
WR 49 D455 30-Jul-95 All 5
WR 49 D455 17-Nov-97 All 3
WR 49 D456 17-Nov-97 All 10
WR 49 D458 17-Nov-97 All 10
WR 49 D461 17-Nov-97 All 6
WR 49 E445 24-Aug-98 All 3
WR 49 E446 24-Aug-98 All 3
WR 49 E456 15-Nov-97 All 3
WR 49 E456 24-Aug-98 All 3
WR 49 E458 24-Aug-98 All 5
WR 49 E461 24-Aug-98 All 3
WR 53 0201 06-Oct-97 All 3
WR 53 0204 06-Oct-97 All 3
WR 53 0206 06-Oct-97 All 3
WR 53 0208 06-Oct-97 All 3
WR 53 0209 06-Oct-97 All 3
WR 53 0212 06-Oct-97 All 3
WR 53 1007 20-Nov-90 All 5
WR 53 1801 08-May-98 All 3
NCR 55 3009 29-Sep-95 4 10
NCR 55 0901 18-Sep-95 3 All 20
NCR 55 0903 18-Sep-95 2,7 All 15
NCR 55 0907 18-Sep-95 2 40
NCR 55 0907 18-Sep-95 5,6 10
NCR 55 0909 18-Sep-95 All 20
NCR 55 A909 28-Jul-98 1 9

162
 Table 29. Profile runs with shifted start locations (1997-1999).
Equip. Lost Wrong Early Possibly Possibly Estimated
IMS Spike Lock Loc. Zero Start Not Not Shifted
Spike Reload Del Del IRI Del Reported Reported Start
LTPP State SHRP Profile Test Run Run Run Run Load Run Prior Prior Offset
Region Code ID Date Time No. No. No. No. Runs No. Maint Rehab (m)
WR 56 7775 22-Sep-97 All 6
WR 56 B330 05-Aug-98 All 3
WR 81 1805 16-Jun-91 All 5
WR 81 0502 05-Jun-98 All 4
NCR 83 A350 27-Apr-95 All 16

163
 Table 30. Profile runs tested in the wrong location (1997-1999).
Equip. Lost Wrong Early Possibly Possibly
IMS Spike Lock Loc. Zero Start Not Not
Spike Reload Del Del IRI Del Reported Reported
LTPP State SHRP Profile Test Run Run Run Run Load Run Prior Prior
Region Code ID Date Time No. No. No. No. Runs No. Maint Rehab
WR 8 0220 13-Apr-94 All
SR 12 0901 23-Jan-97 All
SR 12 0959 23-Jan-97 All
SR 12 C320 04-Feb-98 All
SR 12 C330 04-Feb-98 All
NCR 19 0222 20-Sep-97 All
NCR 21 A410 06-Nov-91 All
NCR 21 A410 04-Feb-93 All
NCR 21 A410 06-Apr-94 All
NCR 21 A430 06-Nov-91 All
NCR 21 A430 04-Feb-93 All
NCR 21 A430 06-Apr-94 All
NCR 26 0218 29-Dec-96 4
NCR 26 0219 29-Dec-96 4
NCR 26 0220 29-Dec-96 4
NCR 26 0221 29-Dec-96 4
NCR 26 0222 29-Dec-96 4
NCR 26 0223 29-Dec-96 4
NCR 26 0224 29-Dec-96 4
NCR 26 0259 29-Dec-96 4
SR 28 A320 09-Aug-90 All
SR 28 A330 09-Aug-90 All
NCR 31 0902 17-Apr-96 All
NCR 31 0903 17-Apr-96 All
NAR 37 0259 30-Mar-94 All
NAR 37 0259 28-Feb-96 All
NCR 38 3005 01-May-97 All
NAR 42 7025 28-Oct-98 All
NCR 46 3009 25-Jun-90 All
SR 47 0602 30-Jan-96 Short
SR 47 0605 30-Jan-96 Short
NCR 90 6410 29-Aug-92 All

164
 Table 31. Profile runs with IRI values of zero (1997-1999).
Equip. Lost Wrong Early Possibly Possibly
Spike Lock Loc. Zero Start Not Not
Reload Del Del IRI Del Reported Reported
LTPP State SHRP Profile Test Run Run Run Load Run Prior Prior
Region Code ID Date Time No. No. No. Runs No. Maint Rehab
NAR 37 0961 14-May-98 9
WR 49 C352 17-Nov-97 All
WR 49 C361 17-Nov-97 All
WR 49 D460 17-Nov-97 All

165
 Table 32. Profile runs with unreported maintenance or rehabilitation (1997-1999).
Equip. Lost Wrong Early Possibly Possibly
Spike Lock Loc. Zero Start Not Not
Reload Del Del IRI Del Reported Reported
LTPP State SHRP Profile Test Run Run Run Load Run Prior Prior
Region Code ID Date Time No. No. No. Runs No. Maint Rehab
WR 16 1009 24-Oct-92 01-Sep-92
NCR 18 0602 04-Apr-96 01-Jan-96
NCR 18 0605 04-Apr-96 01-Jan-96
NCR 27 1018 19-Jan-97 01-Jan-97
NCR 38 2001 01-May-97 01-Jan-97
NCR 46 3012 20-May-98 01-Jan-98
SR 48 1077 06-Apr-98 01-Jan-98
SR 48 1093 01-Jun-98 01-Jan-98
SR 48 3669 25-Mar-98 01-Mar-98
NCR 55 3014 12-Jul-94 01-Jul-94
NCR 83 0501 26-Aug-92 01-Jan-92
NCR 90 6410 30-May-90 01-Jan-90
NCR 90 B340 28-Aug-98 01-Jan-98
SR 1 4155 22-Apr-99 01-Jan-98
WR 4 1007 02-Feb-97 01-Sep-96
WR 4 1015 04-Feb-97 01-Jan-97
WR 4 1021 21-Feb-97 13-Jun-96
WR 4 0559 21-Sep-90 All 01-Sep-90
WR 4 1002 20-Feb-97 13-May-96
WR 4 1006 02-Mar-95 01-Aug-92
WR 4 1016 10-Dec-98 01-Sep-98
WR 4 1017 17-Dec-97 01-Sep-97
WR 4 1018 16-Dec-97 01-Sep-96
WR 4 1022 21-Feb-97 13-Jun-96
WR 4 1062 28-Apr-95 NOT YET
WR 4 6060 10-Dec-98 01-Sep-98
SR 5 2042 08-Sep-93 01-May-94
WR 6 2041 28-Mar-96 01-Sep-95
WR 6 7491 15-Apr-98 01-Sep-97
WR 8 1047 07-Nov-92 01-Oct-92
WR 8 1029 24-Oct-95 01-Sep-94
NAR 9 0901 28-Oct-97 01-Jun-97
NAR 9 0902 28-Oct-97 01-Jun-97
NAR 9 0903 28-Oct-97 01-Jun-97
NAR 9 0960 28-Oct-97 01-Jun-97
NAR 9 0961 28-Oct-97 01-Jun-97
NAR 9 0962 28-Oct-97 01-Jun-97
WR 16 1007 16-Jun-98 01-May-98
WR 16 5025 23-Sep-97 01-Jun-96
NCR 17 5423 25-Mar-99 01-Jan-98
NCR 17 5453 18-May-97 01-Jan-97
NCR 17 5854 14-Dec-98 01-Jan-98
NCR 18 2008 29-Mar-95 01-Jan-95
NCR 19 0601 10-Oct-98 01-Jan-98
NCR 19 0602 10-Oct-98 01-Jan-98
NCR 19 0605 10-Oct-98 01-Jan-98
NCR 19 6150 16-Jun-99 01-May-99
NCR 20 1006 23-Mar-99 01-Jan-99
NCR 20 1009 23-Apr-96 1 01-Jan-96
NCR 20 6026 23-Apr-98 01-Jan-98
NCR 20 0106 21-Aug-98 25-Jul-96
NCR 20 0108 21-Aug-98 25-Jul-96

166
 Table 32. Profile runs with unreported maintenance or rehabilitation (1997-1999).
Equip. Lost Wrong Early Possibly Possibly
Spike Lock Loc. Zero Start Not Not
Reload Del Del IRI Del Reported Reported
LTPP State SHRP Profile Test Run Run Run Load Run Prior Prior
Region Code ID Date Time No. No. No. Runs No. Maint Rehab
NAR 24 0502 10-Oct-96 01-Dec-96
NAR 24 5807 04-Apr-91 01-Jan-91
NCR 26 1012 05-Nov-98 01-Jan-97
NCR 26 0601 03-Nov-98 01-Oct-98
NCR 26 0602 03-Nov-98 01-Oct-98
NCR 27 1016 30-Sep-98 01-Jan-98
NCR 27 1018 17-Jul-97 01-Jan-97
NCR 27 1019 03-Aug-97 01-Jan-97
NCR 27 1028 10-Sep-97 01-Jan-97
NCR 27 1029 03-Aug-97 01-Jan-97
NCR 27 7090 04-Oct-98 01-Jan-97
NCR 27 9075 01-Aug-97 01-Jan-97
NCR 27 A310 30-Sep-98 01-Jan-98
NCR 27 A320 30-Sep-98 01-Jan-98
NCR 27 A330 30-Sep-98 01-Jan-98
NCR 27 A340 30-Sep-98 01-Jan-98
NCR 27 C310 01-Oct-98 01-Jul-98
NCR 27 C320 01-Oct-98 01-Jul-98
NCR 27 C330 01-Oct-98 01-Jul-98
NCR 27 C340 01-Oct-98 01-Jul-98
NCR 27 C350 01-Oct-98 01-Jul-98
NCR 27 D310 05-Aug-92 01-Aug-92
NCR 27 D330 05-Aug-92 01-Aug-92
NCR 27 D330 22-Nov-93 01-Aug-92
NCR 27 D330 27-Jul-94 01-Aug-92
NCR 29 5473 12-Mar-99 01-Feb-99
WR 30 A310 10-Nov-91 NOT YET
NCR 31 6700 29-Oct-95 01-Jan-98
WR 32 A351 17-Sep-90 NOT YET
NAR 33 1001 08-Apr-97 01-Mar-97
NAR 34 1030 19-Jul-97 01-Apr-97
NAR 34 1033 08-Dec-97 01-Apr-97
NAR 36 A331 15-Sep-93 01-Jul-93
NAR 37 1992 23-Sep-97 01-Jun-97
NCR 38 2001 26-Jun-98 01-Jan-98
NCR 38 5002 01-Jul-98 01-Jan-98
NCR 39 0101 08-Dec-97 01-Jan-97
NCR 39 0102 27-Dec-96 01-Oct-96
NCR 39 0102 08-Dec-97 01-Jan-97
NCR 39 0105 12-Nov-98 01-Jan-98
NCR 39 0107 27-Dec-96 01-Oct-96
NCR 39 0107 08-Dec-97 01-Jan-97
NCR 39 0803 08-Dec-97 01-Jan-97
NCR 39 0803 14-Nov-98 01-Jan-97
NCR 39 0804 08-Dec-97 01-Jan-97
NCR 39 0804 14-Nov-98 01-Jan-97
NAR 42 1605 31-Aug-95 01-May-95
NCR 46 3009 09-Jul-97 01-Jan-97
SR 48 1122 18-Aug-97 01-Aug-97
WR 53 6056 07-Oct-97 01-Jun-97
NAR 54 7008 05-Nov-93 01-Jul-93
NCR 55 5037 28-Sep-98 01-Jan-98

167
 Table 32. Profile runs with unreported maintenance or rehabilitation (1997-1999).
Equip. Lost Wrong Early Possibly Possibly
Spike Lock Loc. Zero Start Not Not
Reload Del Del IRI Del Reported Reported
LTPP State SHRP Profile Test Run Run Run Load Run Prior Prior
Region Code ID Date Time No. No. No. Runs No. Maint Rehab
WR 56 2019 17-Jul-97 01-Jan-97
WR 56 7772 03-Aug-98 01-Apr-98
WR 56 A310 22-Oct-90 NOT YET
NCR 83 6454 29-Aug-98 01-Jan-98
NCR 90 6420 28-Aug-98 01-Jan-98

168