Life Cycle Cost Analysis for INDOT Pavement Design Procedures

Lamptey, Geoffery; Ahmad, Muhammad Zubair; Labi, Samuel; Sinha, Kumares C.

doi:10.5703/1288284313261

Cited by 67 publications

(80 citation statements)

References 11 publications

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“…Several methods are available to evaluate the cost-effectiveness of alternatives [11,12]. For the purpose of comparing the cost-effectiveness of the unmodified and polymer-modified mixture, a simple approach is used in this study by dividing the expected performance of each mixture by its cost as shown in Equation 2.…”

Section: Cost-effectiveness Analysismentioning

confidence: 99%

Mechanical and economical impacts of adding polymers into asphalt mixtures

2017

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Abstract.Load associated fatigue cracking is one of the major distress types occurring in flexible pavements. Flexural bending beam fatigue laboratory test has been used for several decades and is considered an integral part of the Superpave advanced characterization procedure. One of the most significant solutions to sustain the fatigue life for an asphaltic mixture is to add sustainable materials such as polymers to the asphalt mixture. A laboratory testing program was performed on two gap-graded mixtures: unmodified and polymer-modified asphalt mixtures. Strain controlled fatigue tests were conducted according to the AASHTO T321 procedure. The results from the beam fatigue tests indicated that the polymer-modified gap graded mixture would have much longer fatigue life compared to the reference (unmodified) mixture. In addition, a mechanistic analysis using 3D-Move software coupled with a cost-effectiveness analysis study based on the fatigue performance on the three mixtures were performed. Overall, the analysis showed that the polymer-modified asphalt mixture exhibited significantly higher cost-effectiveness compared to unmodified HMA mixture. Although polymer-modification increases the cost of the material, the analysis showed that it is more cost effective than the unmodified mixture.

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Section: Cost-effectiveness Analysismentioning

confidence: 99%

Mechanical and economical impacts of adding polymers into asphalt mixtures

2017

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“…The focus of that research work was related to treatments to the traveled way; therefore, costs related to shoulder work were not included. A list of common pavement treatments and their costs per lane-mile based on the research of Lamptey et al (2004) is provided in Table 3.9. A complete description of all of the pavement treatment costs is shown in Table A.1 in Appendix A.…”

Section: Cost Of Highway Repairsmentioning

confidence: 99%

“…Pavement deterioration curves developed by Lamptey et al (2004) suggest that the average rate of deterioration for Indiana pavements can be taken as 0.2 PSR per year. To determine the corresponding change in IRI associated with a 0.2 PSR/year deterioration rate, the INDOT equation 2.1 (Gulen et al 1994 andINDOT 2000) relating IRI to PSR was used.…”

Section: Pavement Deterioration Ratesmentioning

confidence: 99%

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An Assessment of Highway Financing Needs in Indiana

Sinha¹,

Labi²,

Hodge³

et al. 2005

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IntroductionIn order to facilitate informed fiscal planning, it is necessary to reliably assess the current and future trends in highway financing needs both at the state and local levels vis-à-vis revenue projections and to identify any future gaps in financing. This report provides a methodology for state and local agencies to track past, current and future needs for highway funds and expected revenue levels under a range of scenarios. Using such a methodology, shortterm and long-term financing plans can be developed both for state and local highway networks. The need was assessed for a 2006-2020 horizon period. FindingsThe needs for highway infrastructure preservation and capital improvements were primarily estimated by considering the current and projected road and bridge conditions. Capital needs were estimated using existing long-range plans. The financing needs for the state highway agency are about 30 billion dollars (2002$) for the 15-year period of 2006-2020. Local highway needs during the same period are about $29 billion.Long-term forecasts of highway revenues by revenue source were developed.The forecasting model provides state and local shares of state generated revenues year by year for the 15-year period. On the basis of the model results, the 15-year revenues for the state agency from state-generated sources would be about $10 billion while the local share would be about $7 billion. Using the best possible estimate of the Federal aid, the state highway revenue is expected to be about $16.87 billion. The resulting revenue gap for the state highway agency would then be $12.93 to $13.33 billion for the 15-year period or $0.86 to $0.89 billion annually. The projected revenue for local agencies was found to be about $13.8 to $15.7 billion for the 15-year period. The total resulting shortfall ranges from $12.4 to $14.7 billion or $0.83 to $0.98 billion annually. ImplementationPolicymakers at the state and local levels can use the results of this study for fiscal planning and budgeting. The recommendations for raising revenues presented can be a starting point for further exploration to address the funding gap identified. The present study addressed the 15-year highway financing needs for the state of Indiana, and in the process identified a number of areas that could be investigated at a future date. Future research may seek to expand the present study to answer the question of what type of user tax would be equitable and politically acceptable to taxpayers in Indiana. AbstractIn recent years highway revenues in Indiana have been eroding due to inflation, increased costs, and the increased use of fuel-efficient vehicles. It is necessary, therefore, to reliably assess the current and future needs for highway funding in order to facilitate informed fiscal planning. This study provides a methodology for tracking current and future demand for highway financing, along with a systematic modeling approach for revenue projections such that financing plans can be developed for state and local highway networks...

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“…For the present study, the analysis is based on each-lane mile of each contract section to account for differences in the project length. As such, the work zone duration per lane-mile (days) was computed from the contract duration using a model developed by Lamptey et al [2004] that predict work-one duration as a function of contract length as shown:…”

Section: User Costsmentioning

confidence: 99%

An Evaluation of the Cost-Effectiveness of Warranty Contracts in Indiana

Singh¹,

Labi²,

McCullouch³

2005

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IntroductionIn a bid to ensure cost-effective highway construction practices, highway agencies constantly seek ways to accelerate project design and delivery through implementation of innovative contracting and procurement practices. The concept of warranties is one of such promising practices and shifts the burden of construction quality control, product performance and product maintenance from the owner to the contractor. As such, warranty projects are expected to enhance product quality and service life, and ultimately, reduced life-cycle cost. The expected benefits of warranty projects, however, could be offset by their general higher agency costs. It is therefore necessary to evaluate the costs and benefits of warranty contracts vis-à-vis traditional contracts so that the more costeffective practice can be identified and implemented for purposes of decision-making. FindingsThe present study reviewed the practice of warranties in highway construction contracts in Indiana and elsewhere, selected pairs of contracts that generally differ only by their contracting method (warranty versus traditional), and carried out statistical analyses to evaluate the relative costs, effectiveness and cost-effectiveness of these two alternative contracting practices. Effectiveness was measured in terms of average pavement condition and pavement service life, and costs were expressed in annualized costs per lane-mile that were duly corrected for inflation and economy of scale.On the basis of effectiveness only, it was found that warranty pavements exhibit superior pavement condition (in terms of roughness, rutting, and cracking) and greater service life. Using existing performance data and established performance thresholds, it was determined that the projected treatment life of warranty contract pavement was 25 years while similar traditional contract pavements were expected to have a service life of 15 years.On the basis of agency cost, warranty contracts generally have higher cost compared to traditional contracts. However, it was determined that the average construction period and associated workzone user costs are lower for warranty contract pavements.On the basis of cost-effectiveness over a relatively short period of 5 years, the warranty pavement contracts were found to be 27-30% less cost-effective than their traditional counterparts. However, over the long-term (treatment service life), the warranty contracts were found to be 70-90% more cost-effective on the basis of service life, and 58-65% more cost-effective on the basis of both service life and pavement condition. Furthermore, irrespective of analysis period and measure of effectiveness, warranty contracts were found to be more cost-effective when both agency and user costs are used in the analysis.The study results suggest that the longterm superiority of warranty projects is more discernible when both cost and effectiveness are viewed over the entire life of the pavement treatment and when both agency and user costs (rather than agency costs only) are used in t...

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Life Cycle Cost Analysis for INDOT Pavement Design Procedures

Cited by 67 publications

References 11 publications

Mechanical and economical impacts of adding polymers into asphalt mixtures

Mechanical and economical impacts of adding polymers into asphalt mixtures

An Assessment of Highway Financing Needs in Indiana

An Evaluation of the Cost-Effectiveness of Warranty Contracts in Indiana

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