Performance of Flexible Pavement Maintenance Treatments in the Long-Term Pavement Performance SPS-3 Experiment

Hall, K T; Correa, Carlos E.; Simpson, Amy L.

doi:10.3141/1823-06

Cited by 28 publications

(18 citation statements)

References 4 publications

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“…Nevertheless, more than half (53%) of them also had work experience in government agencies throughout Australia. This background ensures the perspectives and viewpoints collected (Ugwu et al 2006a, b) Social cost Maintenance costs (Hall et al 2003;Wilde et al 2001) Pavement upgrading costs (Gransberg 2009;Rouse and Chiu 2008) Pavement end-of-life costs (Aravind and Das 2007;Oliveira et al 2005;Widyatmoko 2008) Vehicle operating costs (Goedecke et al 2007;Kumar and Sutherland 2009) Travel delay Costs (Bartle and Devan 2006;Nguyen et al 2008 Pollution damage by agency activities (Fischer 1999;Steen 2005) Resource consumption…”

Section: Research Design and Developmentmentioning

confidence: 98%

Importance of Sustainability-Related Cost Components in Highway Infrastructure: Perspective of Stakeholders in Australia

Goh

Yang

2014

J. Infrastruct. Syst.

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Highway infrastructure development typically requires major capital input. Unless planned properly, such requirements can cause P serious financial constraints for investors. The push for sustainability adds a new dimension to the complexity of evaluating highway projects. 2 V1 + Finding environmentally and socially responsible solutions for highway construction will improve its potential for acceptance by the society a related costs are an integral part of the decision making. However, the importance rating of these costs is relative to each stakeholder's core k business objectives. This will influence the way these cost components are dealt with during the evaluation of highway investment alternatives uj and financial implications. This research encourages positive thinking among the highway infrastructure practitioners about sustainability. It Y calls for the construction industry to maximize sustainability deliverables while ensuring financial viability over the life cycle of highway x M infrastructure projects.

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Section: Research Design and Developmentmentioning

confidence: 98%

Importance of Sustainability-Related Cost Components in Highway Infrastructure: Perspective of Stakeholders in Australia

Goh

Yang

2014

J. Infrastruct. Syst.

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“…Each of the sections has a set of six possible rehabilitation treatments and a deterministic deterioration model adopted from Khurshid et al [ 36 ]. Pavement condition is assessed in terms of Present Serviceability Index (PSI) using the regressions proposed by Hall et al [ 37 ]. All the sections present similar characteristics in terms of geometry (1000 m length and 3.7 m width), climate (Average Annual Freeze Index of 400 Celsius days), and traffic (Average Annual Truck Traffic Volume of 0.8 million) while differing on their initial condition ( Table 3 ).…”

Section: Case Studymentioning

confidence: 99%

An Iterative Approach for the Optimization of Pavement Maintenance Management at the Network Level

Torres-Machí

Chamorro

Videla

et al. 2014

The Scientific World Journal

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Pavement maintenance is one of the major issues of public agencies. Insufficient investment or inefficient maintenance strategies lead to high economic expenses in the long term. Under budgetary restrictions, the optimal allocation of resources becomes a crucial aspect. Two traditional approaches (sequential and holistic) and four classes of optimization methods (selection based on ranking, mathematical optimization, near optimization, and other methods) have been applied to solve this problem. They vary in the number of alternatives considered and how the selection process is performed. Therefore, a previous understanding of the problem is mandatory to identify the most suitable approach and method for a particular network. This study aims to assist highway agencies, researchers, and practitioners on when and how to apply available methods based on a comparative analysis of the current state of the practice. Holistic approach tackles the problem considering the overall network condition, while the sequential approach is easier to implement and understand, but may lead to solutions far from optimal. Scenarios defining the suitability of these approaches are defined. Finally, an iterative approach gathering the advantages of traditional approaches is proposed and applied in a case study. The proposed approach considers the overall network condition in a simpler and more intuitive manner than the holistic approach.

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“…In this paper, the J and S post were determined from the LTPP SPS-3 experiment to demonstrate the possible ranges and boundary conditions of these parameters. The SPS-3 experiment was designed to evaluate the performance of different flexible pavement maintenance treatments relative to the performance of untreated control sections (14,15). The core SPS-3 experiment consists of a control section (340) and four maintenance treatments: thin overlay (310), slurry seal (320), crack seal (330), and chip seal (350).…”

Section: Estimating Model Parameters From Sps-3 Pavementsmentioning

confidence: 99%

Improvement Recommendations for Unsealed Gravel Roads

Huntington

Ksaibati

2011

Transportation Research Record: Journal of the Transportation R

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of the most appropriate timing of a maintenance treatment to maximize life extension or benefit.The existing literature shows a variety of project evaluation methods based on three main economic attributes-cost, benefits, and a combination of the two. In a typical project evaluation approach, alternatives capable of accomplishing the required function are analyzed, and the one associated with the least long-term cost is often selected (1, 2). The cost-only approaches assume that all alternatives provide similar levels of service and the preferred option is one that minimizes costs (2). However, if the evaluation factors can be articulated in monetary terms, the engineering economics has been used to select the alternative satisfying the need for the lowest construction and maintenance costs over time (1)(2)(3)(4). Approaches involving benefits have been used only for evaluating capital investment projects involving a single large investment associated with significant uncertainty, in which alternatives have similar costs (5). These types of evaluation approaches have been applied to most pavement preservation and maintenance alternatives because they are often more economical and take a relatively shorter period for completion. Finally, a combination of cost and benefit approaches is also recommended to evaluate pavement investments as benefits accrue to the users and costs are incurred to provide those benefits. However, such evaluation is possible only when benefits and costs could be quantified in monetary terms (2). Life-cycle cost analysis is one of the most powerful tools available for evaluating the cost-effectiveness of maintenance activities (1).The effectiveness of preservation treatments is an integral part of all evaluation processes. Generally, the effectiveness, for benefits only, can be measured in the short and long term by using the attributes determined from the observed pavement performance with and without preservation treatments. To evaluate short-term effectiveness, two measures have been reported: (a) performance jump (J ) and (b) deterioration rate reduction (DRR) (4, 6). J represents the change in performance just after the fix and can be measured in the units of the performance measure [e.g., m/km for international roughness index (IRI) or mm for rutting]. However, DRR is determined as the difference in the slope between before-and after-treatment curves and has rate of change units for the specific distress (e.g., change in IRI per year). The magnitude of DRR is influenced by the pretreatment pavement condition and treatment type (7). The long-term effectiveness of preservation treatments can be evaluated by using (a) treatment service life, (b) increase in average pavement condition, and (c) area bounded by treatment performance curve (4). Treatment service life is determined from the treatment performance curve by extrapolating the curve to the point at which the treated pavement reverts to an The evaluation of pavement preservation interventions is the most important component of a p...

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Performance of Flexible Pavement Maintenance Treatments in the Long-Term Pavement Performance SPS-3 Experiment

Cited by 28 publications

References 4 publications

Importance of Sustainability-Related Cost Components in Highway Infrastructure: Perspective of Stakeholders in Australia

Importance of Sustainability-Related Cost Components in Highway Infrastructure: Perspective of Stakeholders in Australia

An Iterative Approach for the Optimization of Pavement Maintenance Management at the Network Level

Improvement Recommendations for Unsealed Gravel Roads

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