Cost-Benefit Analysis of Preventive Maintenance Treatments …docs.trb.org/prp/14-2481.pdf · 2 Cost-Benefit Analysis of Preventive Maintenance Treatments for ... 2 The Jiangsu provincial

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: [email protected] 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: [email protected] 23

24 Wuyang Ding, Senior Engineer 25


2200 Chenxin Street, Nanjing, The People's Republic of China, 211112 28 Phone: (86-25) 86576816 29 Fax: (86-25) 86576666 30 E-mail: [email protected] 31

32 Feng Li, Engineer 33


2200 Chenxin Street, Nanjing, The People's Republic of China, 211112 36 Phone: (86-25) 86576816 37 Fax: (86-25) 86576666 38 E-mail: [email protected] 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.


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



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



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



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


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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


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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



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


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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



∆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



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



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



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



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