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Yan, Zhang, Ding, and Li 1
1
Cost-Benefit Analysis of Preventive Maintenance Treatments for 2
Semi-rigid Base Asphalt Pavement in Jiangsu, China: A Pilot Study 3 4 5
Submitted by 6 7
Jinhai Yan (Corresponding Author) 8 Ph.D., Project Manager 9
National Engineering Laboratory for Advanced Road Materials 10 Jiangsu Transportation Institute Co., Ltd 11
2200 Chenxin Street, Nanjing, The People's Republic of China, 211112 12 Phone: (86-25) 86575443 13 Fax: (86-25) 86576666 14
E-mail: jason.yan1@gmail.com 15 16
Zhixiang Zhang, Ph.D., Director 17 National Engineering Laboratory for Advanced Road Materials 18
Jiangsu Transportation Institute Co., Ltd 19 2200 Chenxin Street, Nanjing, The People's Republic of China, 211112 20
Phone: (86-25) 86576816 21 Fax: (86-25) 86576666 22 E-mail: zzx@jsti.com 23
24 Wuyang Ding, Senior Engineer 25
National Engineering Laboratory for Advanced Road Materials 26 Jiangsu Transportation Institute Co., Ltd 27
2200 Chenxin Street, Nanjing, The People's Republic of China, 211112 28 Phone: (86-25) 86576816 29 Fax: (86-25) 86576666 30 E-mail: dwy@jsti.com 31
32 Feng Li, Engineer 33
National Engineering Laboratory for Advanced Road Materials 34 Jiangsu Transportation Institute Co., Ltd 35
2200 Chenxin Street, Nanjing, The People's Republic of China, 211112 36 Phone: (86-25) 86576816 37 Fax: (86-25) 86576666 38 E-mail: lf78@jsti.com 39
40 41
Submitted on July 31, 2013, for consideration for presentation and publication at 42 the 93rd Transportation Research Board Annual Meeting, January 2014 43
44 Word Count: 3217+ Figures (11×250) + Tables (6×250) = 7467 45
46 47 48 49 50
TRB 2014 Annual Meeting Paper revised from original submittal.
Yan, Zhang, Ding, and Li 2
ABSTRACT 1
The Jiangsu provincial highway network consists of 4121 km of asphalt pavement 2
which includes a semi-rigid base at the end of 2012. Currently, a maintenance 3
decision support system which includes detection, analysis, decision-making, 4
implementation, and evaluation is being established and updated. 5
In this research, a preliminary study of preventive maintenance treatment 6
dealing with the implementation and evaluation stages, focused on cost-effectiveness 7
assessment and function validity by comparing various rut preventive maintenance 8
treatments included microsurfacing, ultra-thin overlay, hot in-place recycling and thin 9
hot mix overlay, etc. The Jiangsu provincial highway network status and major 10
distress were studied based on the statistical analysis of the performance data and 11
maintenance history which was collected from the Pavement Management System 12
(PMS). The determination method of Extended Service Life (ESL) index of the 13
different preventive maintenance treatments was recommended according to the rut 14
depth used as the control performance indicator. Combined with the ESL value, the 15
Benefit-Cost Ratio (BCR) value using Life Cycle Cost Analysis (LCCA) method was 16
calculated with different rut preventive maintenance treatments, and their 17
effectiveness was compared. 18
The results indicated microsurfacing has the highest cost-effectiveness, 19
ultra-thin overlay and HIR have similar cost-effectiveness level, while thin hot mix 20
overlay has the lowest BCR value compared with other treatments. Furthermore, in 21
terms of the different rut depths, preservation treatments are recommended in Jiangsu 22
Province. The findings will support for the PMS updating for maximize both project 23
and network level benefits, combined the preventive maintenance management 24
system in the near future. 25
26
Keywords: Semi-rigid base asphalt pavement, rut, preventive maintenance, extended 27
service life, benefit-cost ratio, pavement management system. 28
29
30
31
32
33
34
35
36
37
38
39
40
41
TRB 2014 Annual Meeting Paper revised from original submittal.
Yan, Zhang, Ding, and Li 3
INTRODUCTION 1
Highway agencies are facing a challenge to sustain their highway infrastructure. It is 2
vital for highway agencies to prioritize resource allocations among different assets 3
and balance available funding and the user expectations (1). Like all highway 4
agencies, one of the major tasks of Jiangsu Department of Transportation (JSDOT) is 5
to preserve the existing provincial highway network. At present, the Jiangsu 6
provincial highway network has been basically formed and pavement maintenance 7
has become the most important and urgent task for JSDOT. At the end of 2012, 8
Jiangsu highway mileage exceeded 4121km of asphalt pavement which were all 9
applied with a semi-rigid base. 10
The Jiangsu “Twelfth Five-Year Plan” (2010-2015) targets that “Transport 11
infrastructure construction and maintenance technology upgrades, and 12
pavement preventive maintenance to the leading domestic level”. It focuses on 13
research and development direction in the area of “highway maintenance” goals, 14
which includes Jiangsu provincial highway maintenance. This will initially form a 15
modern maintenance system during “Twelfth Five-Year” period, to achieve the 16
maintenance scientific decision-making and management information technology (2). 17
Over the past 20 years, many preventive maintenance treatments have been 18
developed and used in Jiangsu highway network. The treatments have included 19
microsurfacing, fog seal, ultra thin-overlay, thin hot mix overlay, hot in-place 20
recycling, and the like. Currently, due to limited funds and increasing maintenance 21
mileage, especially the requirements of energy saving and low-carbon green 22
maintenance technology by China government, innovative and cost effective 23
pavement solutions are being implemented by JSDOT. For example, reclaimed 24
asphalt pavement (RAP), rubber asphalt (RA) and warm mix asphalt (WMA) is being 25
included in preventive maintenance treatments. 26
Currently, many researchers studied the cost-effectiveness and treatment 27
timing of pavement maintenance measures. Wei et al. developed preventive 28
maintenance decision trees of the Ontario road network based on cost-effectiveness 29
analysis (3). Mamlouk et al. analyzed the effectiveness of pavement preventive 30
maintenance trategies for both low and high volume roads (4). Morian (5), Eltahan (6), 31
and Shirazi (7) have analyzed the Specific Pavement Studies-3 (SPS-3) data, 32
concluding that the thin overlay is an effective treatment with respective to rut 33
treatment. Liu et al. studied the cost-effectiveness of modified slurry seals and 34
ultra-thin bonded bituminous surface using the Pavement Management Information 35
System from the KDOT (8). Yue et al. evaluated the effectiveness of 2 inch HMA 36
overlay and crack sealing. The timing of maintenance treatment is critical to the 37
cost-effectiveness analysis (9). 38
The methodology for estimating the optimal timing has been addressed in 39
several studies (10-16), especially for NCHRP report 523, which developed a 40
methodology for determining the optimal timing for the application of preventive 41
maintenance treatments to flexible and rigid pavements to achieve the greatest 42
performance increase at the least cost. 43
TRB 2014 Annual Meeting Paper revised from original submittal.
Yan, Zhang, Ding, and Li 4
Preventive maintenance treatments have been widely used in the Jiangsu 1
province, while its cost-effectiveness hasn’t been analyzed in detail before. It is 2
important to address the cost-effectiveness and effectiveness of preventive 3
maintenance treatments used for semi-rigid base asphalt pavement in Jiangsu. A clear 4
BCR calculation process did not exist in past Jiangsu research findings. 5
6
OBJECTIVE 7
The objective of this study is to identify the current pavement status and summarize 8
the results of preventive maintenance treatments for rutted pavements and to 9
determine the Extended Service Life (ESL) index of preventive maintenance 10
treatment based on the rut depth indicator, and to study a reasonable Benefit-Cost 11
Ratio (BCR) model using Life Cycle Cost Analysis (LCCA) method. Furthermore, 12
based on the identification of the cost-effectiveness of pavement preventive 13
maintenance treatments, the best treatments for rutted pavements are recommended 14
for semi-rigid base asphalt pavement performance in Jiangsu Province. 15
16
METHODOLOGY 17
The status of asphalt pavement condition was analyzed based on the PMS data and 18
pavement maintenance history. The critical or combined pavement performance index 19
was selected as the indicator according to the survey results. In this case, rut depth 20
was only selected as the indicator based on highway network status in Jiangsu 21
Province. The ESL index of preventive maintenance treatment was determined based 22
on the critical indicator of the pre- and post-treatment inspection results. Combined 23
with LCCA method, the cost-effectiveness of pavement preventive maintenance 24
treatments was calculated. As to the benefit calculation, the negative benefit was 25
firstly indicated in the Preventive Benefit Index (PBI). Figure 1 shows the BCR 26
calculation flow chart of preventive maintenance treatment. 27
28
PAVEMENT PERFORMANCE 29
Pavement Network Status 30
JSDOT monitors pavement performance using a semi-annual condition survey. The 31
pavement indexes include Pavement Structure Strength Index (PSSI), Pavement 32
Surface Condition Index (PCI), Riding Quality Index (RQI), Rut depth Index (RDI), 33
and Skid Resistance Index (SRI) obtained using an automated pavement condition 34
vehicle to inspect the outside lane of all freeways. 35
36
According to the inspection performance results at the end of 2012, which 37
included pavement deflection value, Damage Ratio (DR), International Roughness 38
Index (IRI), Rut Depth (RD), and Side-way Force Coefficient (SFC), performance of 39
the Jiangsu provincial highway network using statistical analysis is shown in Figure 2. 40
TRB 2014 Annual Meeting Paper revised from original submittal.
Yan, Zhang, Ding, and Li 5
The statistical results indicated that each performance index of Jiangsu provincial 1
highway is at a higher level. Especially, the four performance indexes including 2
pavement damage, roughness, deflection and friction is no less than 99%. Only the rut 3
depth index is lower. The good rate means the percent mileage of the performance 4
index value which is no less than 80 by the total of highway mileages. 5
6
7
Figure 1 The Benefit-Cost Ratio calculation flow chart. 8
TRB 2014 Annual Meeting Paper revised from original submittal.
Yan,
2
3
4
Typ5
Bas16
resu17
The18
crac19
has 20
tem21
pav22
refle23
of a24
sub-25
crac26
17
18
19
Zhang, Ding, a
Figure 2
pical Pavsed on the pults of the te results indcking and p
become thmperature in
ement was ective crackanti-crackin-base, polycking is no l
Fi
0
20
40
60
80
100
The
good
rate
, %
56.58%
and Li
2 Results sh
ement Diprevious patreatments udicate that
patching) ache major din summer
the primaking once wng cement ymer modifilonger the m
igure 3 Dis
PCI
100
RDR
howing the
istress avement maused for trethe total pcount for mistress to beand heavy
ary pavemenwas the obvi
stabilized fied asphalt major distre
tresses trea
RQI
99.87
0.00
RuttingDistress (crackRoughness
e good rate
aintenance eeating pavepercent of pmore than 97e solved in
load traffnt structureious distresmacadam SBS SMA
ess in the pa
ated using p
RDI
96.85
Performan
0.490%
king & patchin
of Jiangsu
experience bment distrepavement r7% in Jiang
n pavement fic. Becausee used in Js. In recentbase, low-
A and Supeavements.
pavement m
SRI
99.91
nce index
9%
ng)
u highway n
before 2012ess are showrut and distgsu Provinc
maintenane semi-rigiJiangsu higt years, how-dosage cemerpave mixt
maintenanc
PSSI
1 99.9
4
1.95%
network.
2, the statiswn in Figurtress (reflec
ce. Recentlynce due to id base aspghway netwwever, the ument stabiltures, reflec
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96
40.98%
6
stical re 3. ctive y, rut high phalt
work, usage lized ctive
TRB 2014 Annual Meeting Paper revised from original submittal.
Yan, Zhang, Ding, and Li 7
Causes of Rut 1
Figure 3 shows the rut changing tendency of six highways within eight to ten years 2
inspection in Jiangsu Province. The highways are all semi-rigid base asphalt 3
pavement structure. As expected, the rut experiences three stages. At the first stage, 4
the rut depth rapidly increases between 3mm and 5mm at the first three years since 5
traffic opening. Secondly, the rut depth is slightly increased at the second stage within 6
the next two years. Finally, the average rut depth is increased to 8mm at the third 7
stage. The field inspection results are similar to the theoretical rut formation process. 8
9
10 Figure 4 Rut development tendency since traffic opening. 11
12
Two representative highways were selected to investigate the rut formation of 13
each asphalt course. The depth of coring samples was compared to the original depth 14
during the paving process. It should be noted that the rut is only developed in asphalt 15
layers for semi-rigid base asphalt pavement due to sound semi-rigid base. The asphalt 16
layer has three asphalt courses, including surface course, middle course and base 17
course. The rut contribution of each asphalt course is shown in Table 1. The rut 18
contribution means the percent of the rut depth of each course by the total rut depth. 19
20
Table 1 The Results of Rut contribution of Each Asphalt Course 21
Highway Coring section
Rut depth(mm)
Rut contribution of each asphalt course (%)
Total contribution of middle and
base (%) Surface Middle Base
Hu Ning K157+560 13 16.7 50 33.3 83.3 K93+535 12 24.6 35.2 40.2 75.4 K92+500 17 28.9 68.6 2.5 71.1
GuangjingXicheng
K370+020(1#) 21 9.8 4.9 85.4 90.2 K370+020(2#) 8 18.8 37.5 43.8 81.2
0
2
4
6
8
10
12
14
0 1 2 3 4 5 6 7 8 9 10
Rut
dep
th (m
m)
Opening time (years)
Lianxu NingsuxuFengguan NingjingyanXusu Xiyi
TRB 2014 Annual Meeting Paper revised from original submittal.
Yan,
8
mid9
betw10
stab11
asph12
was13
traff14
9
Ru10
The17
the 18
acco19
prev20
10m21
the 22
Figu23
18
19 20
21
Zhang, Ding, a
Accordddle and baween 71.1%bility of asphalt mixtures used in Jiaffic load.
t depth De results of timing of tording to ventive ma
mm. Due topavement iure 4, the m
Figure
(10,15]2.99%
(5,10]54.56%
and Li
ding to Tabase course. % and 90.2phalt paveme type, addangsu, the p
Distributiocurrent rut he treatmenprevious p
aintenance to the limitedis normally
majority trea
e 5 RD dist
(15,20.04
le 1, it is fThe total
%. There ament, such aditive and raprevious fin
on depth distr
nts is generpavement mtreatments d maintenanpreserved
ated timing o
tribution in
20]%
Rut de(15,2
found that rut contrib
are many fas pavemenainfall, etc. ndings show
ribution arerally appliedmaintenancare implem
nce funds awhen the ruof RD is in
n Jiangsu p
epth, mm0] (10,15]
the rut mabution of mfactors affecnt structure,Since simi
wed that the
e shown in d correlatede experien
mented wheand increasiut depth reathe range o
provincial h
(5,10]
ainly occursmiddle and cted the hi, traffic loailar structure major fact
Figures 5. Fd with the Rnce. In recen the rut ing maintenaches 15mm
of 10 to 18 m
highway ne
<=5
s in the aspbase cours
igh temperaad, temperatre and matetors affect r
Figure 6 shRut Depth (cent years,
depth excnance mileam. As showmm.
twork.
<=542.41%
8
phalt se is ature ture,
erials rut is
hows (RD)
the eeds
ages, wn in
TRB 2014 Annual Meeting Paper revised from original submittal.
Yan,
2 Fig4
5
5
CU6
As m12
patc13
obje14
hav15
for 16
netw17
13
14
Tim
Tre
15
25
asph26
Mas27
Mul28
pav29
app30
ECA31
(Ev32
tech33
trea34
Perc
ent,
%
Zhang, Ding, a
gure 6 Distr
URRENT mentioned ching distreective of pae been impltreating rutwork, espec
me (year)
eatment M,T
The ulthalt mixturestic Asphaltiple-efficieement prevlied for rutA consists otherm), an
hnology usiated types o
0
5
10
15
20
25
30
35
Perc
ent,
%
and Li
ribution re
RUT TRearlier, rut esses in soavement malemented si. Milling an
cially for he
Table 2 R1995-2000
ircosurfacinghin overlay
tra-thin ovee. In additioalt (SMA ent Asphalt
ventive mait filling and of polymnd the speng the rem
of asphalt m
0.0 0.0
5 6 7
esults showi
REATMENis the majoome local aintenance ince 1995. Tnd overlay tavy and ext
Rut Preven2000
gMicros
Ultroverlay,T
erlay has bon, Easy Co9.5), Ope
t Concreteintenance pd repair as mer modifiecific aggremix method
mixtures incl
2.0 3.05.
8 9 10
ing when trof RD.
NT PRACor pavement
sections itreatments Table 2 shotreatment wtra heavy tra
ntive Maint0-2005
surfacing, ra-thin
Thin overlay
een performompacted Aen-Graded (MAC 10
projects. In an effectiv
ied asphaltegate gradad is anotherlude SBS m
0 5.08.0
1
0 11 12Rut de
reatments
CTICESt distress wn Jiangsuis to correc
ows the applwas always aaffic levels.
tenance Tr2006-2
MicrosurUltra-thin Thin overlin-place re
med with dAsphalt (ECA
Friction Cand MACparticular,
ve preventivt SBS PGation. Hot r widely usemodified asp
12.0
18.0
30.0
13 14 15epth, mm
are applied
with reflectivProvince.
ct rut and thlication devapplied in J.
reatments 2010 facing, overlay, lay, Hot ecycling
U
different typA 6.7 and E
Course (OGC 13) have
ECA is thve mainten
G76-22, wain-place re
ed rut treatmphalt AC 13
0
12.0
5.0
0.
16 17 1
d as a funct
ve crackingTherefore,
hese treatmvelopment tJiangsu free
2011-at presUltra-thin ove
Hot in-placrecycling, Th
overlay
pes of hot ECA 10), SGFC 13), e been usedhe most wiance treatmarm-mix aecycling (Hment where3 and SMA
.0 0.0 0.0
8 19
9
tion
g and the
ments trend eway
ent erlay, ce hin
mix Stone
and d in idely ment. agent HIR) e the
A 13.
TRB 2014 Annual Meeting Paper revised from original submittal.
Yan, Zhang, Ding, and Li 10
Recycling agents,new asphalt (if needed, and new asphalt mixture are added in the 1
recycled mixture. Microsurfacing was widely used for rut filling and repair before 2
2010. However, due to its noise pollution and riding discomfort, microsurfacing has 3
seldom been used since 2010. 4
Table 3 shows the some of the rut treatment history in Jiangsu. In addition, 5
asphalt emulsion Cold In-place Recycling (CIR) and MAC 10 is now being used in 6
pavement maintenance and its effectiveness will be verified according to the 7
long-term inspection results. 8
9
Table 3 Rut Treatment History in Jiangsu Province 10
Treatment Micro-
surfacing
Ultra-thin overlay
HIR CIR
Milling
&
overlay
Thin
Overlay NovachipECA
10
SMA
9.5
OGF
C 13
MAC
10
Highway Opening
time Treating time
Jing Hu 2000
2004
2005
2009
2005
-
2011
2005-20
09 2010
Lian Xu 2003 2004-
2009 2010
2004
2005
2010
2010
Hu Ning 1997 2002 2009-
2011
Guangjing
Xicheng 1999
2003
2005
2006
2008
2009
2010
20082009
2010 2010
2005
2009
2011
2010
Airport
highway 1997 2010
201
2
Ning
Hang 2003
2010
2012 2008 2012 2012
Ning Gao 2006 2006
Yan Jiang 2004 2008 2011
2012
Xi Yi 2003 2010
2011
Ning Su
Xu 2002
2007
2008
2009
2007
2009
2010
2011
2010
2011
Su Jia
Hang 2002 2010 2010
Ning Jing
Yan 2001
2007
2008
2009
2010
2011
2012
TRB 2014 Annual Meeting Paper revised from original submittal.
Yan, Zhang, Ding, and Li 11
TREATMENT COST-EFFECTIVENESS ANALYSIS 1
Extended Service Life (ESL) 2
As shown in Figure 7, the Extended Service Life (ESL) index can be estimated using 3
two approaches (17). In fact, preventive maintenance treatments mostly are 4
implemented before the accepted terminal threshold. Therefore, ESL is determined 5
based on the equivalent pavement performance condition of pre-treatment and 6
post-treatment as indicated by approach A. 7
Rut is the major distress on the basis of the analysis of typical pavement 8
distress and the pavement maintenance history. In this study, the rut depth (RD) was 9
selected as the pavement performance indicator. Then, ESL was identified as time 10
taken for the rut depth to the level it was at immediately prior to the preventive 11
maintenance treatment. RD data was collected according to the long-term pavement 12
performance index survey in the Pavement Management System (PMS). 13
14
15 Figure 7 ESL determination of preventive maintenance treatment. 16
17
The ESL values of each preventive maintenance treatments were determined 18
based on the RD index. As shown in Figures 8, 9 and 10, the RD value gradually 19
increased after microsurfacing, HIR, and ECA treatments. ESL values of 3.5, 4.7 and 20
4.4 years were calculated based on the RD value, respectively. 21
TRB 2014 Annual Meeting Paper revised from original submittal.
Yan,
2
3
4
5
6
Zhang, Ding, a
Figure
F
0
2
4
6
8
10
12
14
2
Rut
ting
dept
h, m
m
0
2
4
6
8
10
12
14
16
2
Rut
ting
dept
h,m
m
and Li
8 Rut deve
Figure 9 Ru
2004.9 200
2005.3 20
elopment tr
ut developm
04.10 200
005.8 200
rend of pos
ment trend
5.3 2006
Inspection
6.8 2007Inspection
ESL =
ESL =
st-microsur
of post-HIR
.8 2007.8
n time
.8 2008.3n time
4.7 yrs
= 3.4 yrs
rfacing trea
R treatmen
8 2008.3
3 2009.4
atment.
nt.
2009.4
2010.9
12
TRB 2014 Annual Meeting Paper revised from original submittal.
Yan,
2 3
4
An5
Pre6
The15
effe16
perf17
BPN18
proc19
statu20
prev21
sele22
actu23
23
sam24
inde25
leve26
SFC27
neg28
prev29
reas30
Zhang, Ding, a
Fi
alysis of C
eventive Be Preventiveect of the formance inN indexes acess. Howeus in Jiangventive maiected as conual engineer
As to thme as ESL dex as expreel of pre-treC value surpative benefventive masonable to b
0
2
4
6
8
10
12
2
Rut
ting
dept
h,m
m
and Li
gure 10 Ru
Cost Bene
Benefit Ine Benefit In
preventivendicators inare used as ever, it is fogsu Provinintenance trndition indicring applicahe calculatiodeterminatioessed in theeatment as thpassed to thfit should baintenance tbe consisten
2007.9 20
ut developm
efit
ndex (PBIndex (PBI) me maintenancluding rutperformancound that Pce. In ordereatments, cators in th
ations were on of PBI, ton method. e ESL calcuhe acceptab
he original lbe includedtreatment.
nt with the a
08.4 200I
ment trend
I) model of mance treatmt, roughnesce indicatorPCI indicatoer to compthe absolut
his research.adjusted acthe baselineThe RD inulation pro
ble trigger plevel of pred in the PBThe analys
actual pavem
8.9 2009.Inspection ti
ESL =
of post-EC
multi-index iments is foss, and skidrs in the cosor does notpare the cote values of. The weighcordingly ae of the PBIndicator wascess. The R
point. As sh-treatment dBI calculatsis of PBI
ment status.
.9 2010.10ime
4.4 yrs
CA treatme
is shown in ocused on dding. The st-effectivent reflect theost-effectivf RD, SFChting coeffias shown in I calculations consideredRD value inown in Figuduring the Etion of imp
was more
0 2011.10
ent.
Figure 11. the follow
PCI, RQI, ness calculae real pavemeness for
C, and IRI wcients baseTable 4. n curve wasd as the conncreased toure 11, if IRESL periodplementatione practical
2012.9
13
The wing
and ation ment each were d on
s the ntrol o the RI or d, the n of and
TRB 2014 Annual Meeting Paper revised from original submittal.
Yan, Zhang, Ding, and Li 14
1 Figure 11 The PBI model based on multi-index. 2
3
Table 4 Weighting Coefficients of Individual Condition Indicators 4
Condition indicators RD IRI SFC Weighting coefficients 0.5 0.3 0.2
5
As shown in Figure 11, the absolute benefits of do nothing option and 6
preventive maintenance treatment performance curves are calculated with the 7
Equations 1 and 2. 8
S i y i y i dxT (1) 9
Where, 10
S i , do-nothing condition area associated with a condition indicator. 11
T1, implementation timing of preventive maintenance treatments. 12
y i , equation defining the do-nothing condition indicator relationship. 13
y i , upper benefit cutoff value associated with the rut depth indicator. 14
i, the number of condition indicators; i=1, 2, 3. 15
The rut depth index was determined as the control condition indicator. 16
Therefore, the PBI value of rut depth performance curves for post-preventive 17
treatment was positive as shown in Equation 2. While the SFC or IRI value maybe 18
surpassed its original level during the ESL period, and its negative area will be 19
produced and should be considered as shown in Equation 3. 20
S i ′ y i y i dxTT (2) 21
Where, 22
S′ i , post-treatment area associated with a condition indicator. 23
y i , equation defining the post-treatment condition indicator relationship. 24
T2, overall post-treatment analysis period; T2 minus T1 is ESL. 25
∆S i S i ′ S i ′′ y i y i dx y i y i dxTT
TT (3) 26
Where, 27
TRB 2014 Annual Meeting Paper revised from original submittal.
Yan, Zhang, Ding, and Li 15
∆S i , individual absolute benefit area associated with a given condition 1
indicator. 2
S i ′′, negative area associated with the SFC or IRI indicators. 3
T i , period of the SFC or IRI indicators curve intersects the upper RD benefit 4
cutoff value. 5
The relative benefit and the PBI value of preventive maintenance treatment are 6
calculated according to Equations 4 and 5. 7
E i ∆S i S i⁄ (4) 8
PBI ∑ k i E i (5) 9
Where, 10
PBI, preventive benefit index, %. 11
E i , relative benefit corresponded to individual condition indicators. 12
k i , weighting coefficients of individual condition indicator. 13
14
Equivalent Uniform Annual Costs (EUAC) 15
Life Cycle Cost Analysis (LCCA) has been widely used to evaluate the 16
cost-effectiveness of preservation maintenance treatments (18-20). With the aim to 17
absolutely compare the effectiveness of each preventive maintenance treatments, only 18
once rut preventive treatment was analyzed in LCCA method. The equivalent uniform 19
annual cost (EUAC) was calculated according to Equations 6 and 7. 20
PW c 1 d T⁄ (6) 21
Where, 22
PW, present worth value of preventive treatment, ¥/lane/km. 23
C, preventive maintenance cost, ¥/lane/km. 24
d, discount rate (6.5%) expressed as a percentage, %. 25
T1, the age of preventive treatment application since opening time, year. 26
EUAC PW d 1 d T2
1 d T2 1 (7) 27
Where, 28
EUAC, computed equivalent uniform annual cost, ¥/lane/km. 29
30
Benefit-Cost Ratio (BCR) 31
The Benefit-Cost Ratio (BCR) was computed using Equation 8. The most 32
cost-effective preventive treatment has the largest BCR ratio to prolong the pavement 33
longer service life. 34
BCR PBI EUAC⁄ (8) 35
Where, 36
BCR, the treatment benefit-cost ratio, % / (¥/lane/km). 37
38
Comparison of Rut Treatments: Project Case Study 39
According to the survey results and project records of each rut preventive 40
TRB 2014 Annual Meeting Paper revised from original submittal.
Yan, Zhang, Ding, and Li 16
maintenance treatments collected from the PMS, Table 5 shows the results of ESL, 1
PBI, EUAC and BCR index based on typical rut preventive maintenance treatments. It 2
can be concluded that microsurfacing has the highest BCR value which indicated the 3
best choice for rut treatment, and thin hot mix overlay has the lowest BCR values. 4
HIR and ultra-thin overlay have similar effectiveness level, while Novachip has a 5
litter higher BCR value and HIR has a litter lower BCR value compared with the 6
other ultra-thin overlay treatments. 7
During the BCR calculation process, it should be noted that the project cases 8
are selected from the PMS. Due to different application timing of the preventive 9
maintenance treatments, the present value of cost maybe different. The preventive 10
project case was selected for the same year. Since the critical factor of the ESL value 11
was the traffic load level, it was not considered in this research due to current limited 12
samples. In future studies, the traffic level and pavement structure (especially surface 13
asphalt layer) and different lanes will be correlated with the determination of ESL and 14
BCR values. 15
16
Table 5 Cost-effectiveness Results of Preventive Maintenance Treatments 17
Performance indicators
Preventive maintenance treatments
Microsurfacing SMA-9.5 ECA-10 Novachip HIR Thin
overlay Relative Benefit Index
E1(RD) 0.626 0.621 0.715 0.738 0.712 0.697 E2(SFC) 0.128 0.490 0.359 0.514 0.362 0.374 E3(IRI) 0.208 0.471 0.529 0.757 0.481 0.471
PBI, % 0.4010 0.5498 0.5880 0.6989 0.5727 0.5646 EUAC, ¥/lane/km 12669.04 24655.18 26280.04 27926.78 26409.80 41227.49BCR (10-5), % /
(¥/lane/km) 3.1652 2.2300 2.2374 2.5026 2.1685 1.3695
18
In summary, microsurfacing, ECA and HIR treatments have been widely 19
implemented in Jiangsu highway to treat rutted pavements. Microsurfacing has been 20
seldom used since 2010. However, with new developments with modified asphalt 21
emulsion technologies and equipment, durable and low noise microsurfacing is 22
expected in the near future. According to previous rut preventive maintenance 23
experience, Table 6 provides the rut treatment plan as a function of rut depth. In 24
general, microsurfacing and ultra-thin overlay are suggested for treating rut depths 25
from 5 to 10mm, while ultra-thin overlay and HIR are recommended for treating rut 26
depths from 10 to 15mm. For rut depths between 15 to 25mm, HIR and milling and 27
overlay are suggested. If rut depths exceed 25mm, traditional rut treated measure 28
milling and overly was the only recommended measure. 29
30
31
32
33
TRB 2014 Annual Meeting Paper revised from original submittal.
Yan, Zhang, Ding, and Li 17
Table 6 Rut Treatment Plan with Different Rut Depth 1
Rut depth (mm)
Recommended plans Asphalt mixture types
5-10 Ⅰ
Ultra-thin overlay (2cm)
ECA-6.7, MAC-10
Ⅱ Microsurfacing Durable, low-noise microsurfacing
10-15 Ⅲ
Ultra-thin overlay (2-2.5cm)
ECA-10, MAC-13
Ⅳ Hot in-place recycling
(4cm) AC-13, SMA-13, with warm-mixed agent, recycled agent (if needed)
15-25 Ⅴ
Hot in-place recycling (4cm)
AC-13, SMA-13, with added new asphalt mixture, warm-mixed agent and recycled agent (if needed)
Ⅵ Milling and overlay
(4cm) SMA-13
>25 Ⅶ Milling and overlay
(10cm or 18cm) SMA-13, Sup-20, and Sup-25, milling and overlay two or three asphalt layers,
2
CONCLUSIONS 3
This research studied the Jiangsu province highway network status, and identified 4
major distresses based on the statistical analysis of the performance data and 5
maintenance history which was collected from the PMS. Rut depth was used as the 6
control index to calculate the ESL and BCR of each preventive maintenance 7
treatments based on the recommended determination method from the practical point 8
view. Based on the findings, the following conclusions were drawn. 9
(1) Rut was the major distress in Jiangsu current highway network based on the 10
pavement maintenance history and performance data collected from the Pavement 11
Management System. 12
(2) The extended service life of preventive maintenance treatment determination 13
method was recommended according to the rut depth used as the control indicator 14
from a practical point of view. 15
(3) Combined with ESL and LCCA, the cost-effectiveness calculation method of 16
preventive maintenance treatments was suggested. The BCR values indicated that 17
microsurfacing has the highest cost effectiveness, ultra-thin overlays and HIR have 18
almost the same cost-effectiveness level, while thin hot mix overlays have the lowest 19
BCR value compared with other treatments. 20
(4) According to Jiangsu Province experience, the rut treatment plan with 21
different rut depth was recommended using the following measures including 22
preventive maintenance treatments durable and low noise microsurfacing, ECA, HIR, 23
and MAC with energy saving and low-carbon green technology. 24
25
TRB 2014 Annual Meeting Paper revised from original submittal.
Yan, Zhang, Ding, and Li 18
ACKNOWLEDGEMENTS 1
This study was supported by Jiangsu Provincial Transportation Science and 2
Technology Project (2011 1/02-G1-6). We would like to thank Mr. Yu Jia, Professor 3
Fujian Ni and Dr. Lan Zhou who accommodated the help with pavement preservation 4
datum, original performance data and maintenance history of Jiangsu Province, thanks 5
are especially extended to Professor Gary Hicks for his revisions, edits and comments. 6
The authors also appreciate the comments of the peer reviewers and editors.7
TRB 2014 Annual Meeting Paper revised from original submittal.
Yan, Zhang, Ding, and Li 19
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TRB 2014 Annual Meeting Paper revised from original submittal.
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