Keeping Springtime Low-Volume Road Damage to a Minimum

Abstract

Maintenance of existing road network infrastructure and expansion of networks with new facilities are two major investment categories in the transportation system. Road maintenance projects optimize the scheduling of maintenance activities so that pavement is in good condition and so that road expansion projects add extra capacity to a road network to improve mobility. The two problems are usually considered separately in practice; however, an integrated approach to these two problems was proposed. The road maintenance problem and the road expansion problem were formulated together as a mixed-integer, nonlinear, bilevel optimization problem with the objective of optimizing overall system performance. A solution algorithm that was based on the generalized Benders decomposition theory, significantly relaxing computational complexity, was proposed. Finally, a numerical case study demonstrated the proposed problem and the algorithm used to solve it. The benefit of the integrated model over models that consider only maintenance or expansion projects was discussed.

Comparison of two methods for applying spring load restrictions on low volume roads

“…Through pavement deflection testing, Hein and Cole (2002) found that the duration of pavement structure weakness can be double that of the time required to achieve complete pavement structure thawing. Kestler et al (2011) recommend that SLRs can be removed when LWD moduli recover to about 80 to 90% of the non-thaw-weakened moduli. Their site studies indicate that sufficient modulus recovery and dissipation of excess moisture occurs about 5 weeks after placement of SLRs.…”

“…Baïz et al (2008), Doré andZubeck (2009), andChapin (2010) provide overviews of the current status of SLR implementation practices in northern jurisdictions. Kestler et al (2011) provide an overview of current diagnostic techniques used to implement SLRs.…”

“…A recent study by Liu et al (2010) indicates that SLRs were applied when thaw depths were 200 mm and 322 mm at two instrumented road sites in Southern Manitoba. Kestler et al (2011) note that the pavement damage factor, determined from deflectometer test results, typically peaked for the sites analyzed when the thaw depth was 450 mm. For this research, a depth of 300 mm was selected as the triggering thawing depth for applying SLRs.…”