- Email: [email protected]
Evaluation of road repair efficiency in terms of ensuring traffic quality and safety
Available online at www.sciencedirect.com Available online at www.sciencedirect.com
ScienceDirect ScienceDirect
Transportation Research Procedia 00 (2018) 000–000 Available online at www.sciencedirect.com Transportation Research Procedia 00 (2018) 000–000
ScienceDirect
www.elsevier.com/locate/procedia www.elsevier.com/locate/procedia
Transportation Research Procedia 36 (2018) 627–633 www.elsevier.com/locate/procedia
Thirteenth International Conference on Organization and Traffic Safety Management in Large Cities (SPbOTSIC 2018) Thirteenth International Conference on Organization and Traffic Safety Management in Large Cities (SPbOTSIC 2018)
Evaluation of road repair efficiency in terms of ensuring traffic Evaluation of road repair efficiency in terms of ensuring traffic quality and safety quality and safety b a a Alexey Kamenchukov , Vladimir Yarmolinsky , Igor Pugachev * a AlexeyPacific Kamenchukov , Vladimir Yarmolinskyb, Igor Pugacheva* National University, 136 Tikhookeanskaya St., Khabarovsk, 680035, Russia a
b
a Road Construction State Technical University (MADI), 64 Leningradskiy Prosp., Moscow,125319, Russia Moscow Automobile and Pacific National University, 136 Tikhookeanskaya St., Khabarovsk, 680035, Russia
b
Moscow Automobile and Road Construction State Technical University (MADI), 64 Leningradskiy Prosp., Moscow,125319, Russia
Abstract Abstract The article addresses issues of improving the traffic quality and safety. Operational feasibility of using modern methods of repair depending the road pavement condition repairand is evaluated. Based onfeasibility national of andusing in international ternational methodsoffor the The article on addresses issues of improving the prior traffictoquality safety. Operational modern methods repair evaluation quality, ancondition algorithmprior for determining economic feasibility ofternational repair works is develo depending of on the therepair road pavement to repair isoperational evaluated. and Based on national and in international methods for ped the and rationalized. proposed takes into changes in the road costofofrepair works,works trafficisquality and evaluation of the The repair quality,method an algorithm for account determining operational andpavement economicquality, feasibility developed safety improvement and rationalized. Theeffects. proposed method takes into account changes in the road pavement quality, cost of works, traffic quality and safety improvement effects. ©2018 The Authors. Published by Elsevier B.V. © 2018 The Authors. by Elsevier B.V. ND license (https://creativecommons.org/licenses/by-nc-nd/4.0/) This is an accessPublished article under the CC BY-NC-ND ©2018 Theopen Authors. by Elsevier B.V. This is an open accessPublished article under the CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0/) Peer-review review under responsibility the scientific committee of the Thirteenth International Conference on Organization and This is an open access article underof BY-NC-ND ND licenseof (https://creativecommons.org/licenses/by-nc-nd/4.0/) Peer-review under responsibility ofthe theCC scientific committee the Thirteenth International Conference on Organization and Traffic Safety Management in (SPbOTSIC 2018) 2018). review responsibility of Cities the scientific committee Peer-review Traffic Safetyunder Management in Large Large Cities (SPbOTSIC 2018).of the Thirteenth International Conference on Organization and Traffic Safety Management in Large Cities (SPbOTSIC 2018) 2018).
Keywords:motor road; repair; pavement; operational efficiency; traffic quality quality; design traffic speed assurance. Keywords:motor road; repair; pavement; operational efficiency; traffic quality quality; design traffic speed assurance.
1. Introduction 1. Introduction A motor road as a complex of complicated engineering facilities needs continuous maintenance and repair to quality, traffic.ofNational and international in road maintenance and repair ensure high-quality, A motor road as safe a complex complicated engineering experience facilities needs continuous maintenance andshows repairthat to untimely performance of traffic. works leads s to the the traffic in quality emergence accident clusters ensure high-quality, quality, safe National anddeterioration internationalinexperience road and maintenance andofrepair shows that due to theperformance accumulation defects in the roadtraffic pavement Wise, Walls and 2001;Wise, untimely of of works leadsand s to deformations the deterioration in the quality(Davis, and emergence of 1994; accident clusters due to the accumulation of defects and deformations in the road pavement (Davis, 2001;Wise, Wise, 1994; Walls and
* Corresponding author. Tel.: +0-000-000-0000 ; fax: +0-000-000 000-0000 . [email protected] * E-mail: Corresponding author. Tel.: +0-000-000-0000 ; fax: +0-000-000 000-0000 .
E-mail: [email protected] 2352-1465© 2018 The Authors. Published by Elsevier B.V. https://creativecommons.org/licenses/by-nc-nd/4.0/)Peer-review under This is an open access under the CC by BY-NC-ND license (https://creativecommons.org/licenses/by 2352-1465© 2018 Thearticle Authors. Published Elsevier B.V. responsibility the scientific committee the Thirteenth International Conference on Organization and Traffic Safety Man Management https://creativecommons.org/licenses/by-nc-nd/4.0/)Peer-review under in This is an openofaccess article under the CCof BY-NC-ND license (https://creativecommons.org/licenses/by Large Cities (SPbOTSIC 2018). responsibility of the scientific committee of the Thirteenth International Conference on Organization and Traffic Safety Man Management in Large Cities (SPbOTSIC 2018).
2352-1465 2018 The Authors. Published by Elsevier B.V. This is an open access article under the CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0/) Peer-review under responsibility of the scientific committee of the Thirteenth International Conference on Organization and Traffic Safety Management in Large Cities (SPbOTSIC 2018). 10.1016/j.trpro.2018.12.142
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Alexey Kamenchukov et al. / Transportation Research Procedia 36 (2018) 627–633 Alexey Kamenchukov, Vladimir Yarmolinsky, Igor Pugachev / Transportation Research Procedia 00 (2018) 000–000
Smith, 1998;Koganzon, 1999; Kamenchukov, 2015). Besides, the deterioration in the road pavement quality leads to a decrease of the period between repairs and an increase in costs of road elements' maintenance and repair. Modern road-building and road-repair machinery makes it possible to use various repair methods and technologies at the same operating conditions (quality) of the road pavement, whereas the final quality of the repaired pavement will not be the same (Radovskiy, 2006). In order to evaluate the efficiency, feasibility and quality of repair works, a "cost of works" parameter is used (i.e. the total amount of expenses for the restoration of transport and operational road characteristics), whereas indicators of operating conditions of the road are scarcely taken into account (Radovskiy, 2006;Rosavtodor, 2013). Thus, the goal of this study is to develop additional principles and methods for the evaluation of the efficiency of road repair and maintenance in terms of ensuring traffic quality and safety. 2. Study background It was reliably ascertained that the most important factor for ensuring high-quality, safe traffic is stable operation of the system "earth bed subgrade — road pavement" (Wise, 1994; Koganzon, 1999;Eremin and Eremina, 2017). The main factors affecting the system efficiency are as follows: uneven operating temperature conditions; periodic watering with surface and ground waters; deep seasonal freezing; uneven thawing of pavement layers; dynamic and static impact of transport load; fatigue in materials of structures. That is why to evaluate the efficiency, feasibility and quality of repair works, first of all, it is necessary to take into account natural and climatic conditions, seasonality of works, constructability, labor intensity, operating road conditions before and after the repair, road operation mode, traffic volume and its type. In Russia, a method developed by professor A. P. Vasiliev to evaluate operating conditions of motor roads is used. In this case, road conditions are evaluated by the final value of the design speed ratio DSR (Rosavtodor, 2002). A method taking into account the cost of road pavement maintenance and repair during the entire period between repairs is used for technical and economic comparison of road pavement options, with allowance for the residual cost of the road pavement (Rosavtodor, 2013;Yakimenko et al., 2017). In Europe and the USA, to evaluate operating conditions of the road pavement, a Pavement Condition Index (PCI) reflecting the extent of pavement deterioration is used (Radovskiy, 2006;Onyango et al., 2018). Cost of works depends on methods and means of work performance and is given for 1 m2 of the repaired pavement. Both methods of evaluating operating conditions of roads take into account a pavement condition score, but do not provide clear limits for the applicability of each specific method and/or technology of repair works. Therefore, the applicability of such methods, depending on operating conditions of the pavement before repair, was evaluated (Kamenchukov and Yarmolinskiy, 2013; Hauser et al., 2018). The results are given in Table 1. Since it is possible to use several repair methods for each level of pavement's operating conditions, and each repair technology has numerous design options (repair methods), the task of evaluating the efficiency, feasibility and quality of repair works has a probabilistic nature. The mathematical interpretation of the task is as follows: it is necessary to choose one repair method among the variety of those; and this method should provide the best balance between the traffic quality, traffic safety, and cost of works, depending on actual operating conditions of the road pavement. Table 1. Applicability of road pavement repair methods. Method of road pavement repair
Evaluation of the applicability of repair methods and technologies Excellent
Good
Satisfactory
Unsatisfactory
DSR8 5.0–4.1
DSR8 4.0–3.1
DSR8 3.0–2.1
DSR8 ≥ 2.0
PCI 100–81
PCI 80–61
PCI 60–41
PCI ≥ 40
Crack filling
+
+
-
-
Jet injection method
+
+
-
-
Surface mat-forming treatment
+
+
-
-
Protective coating (slurry seal)
-
+
+
-
Alexey Kamenchukov et al. / Transportation Research Procedia 36 (2018) 627–633 Alexey Kamenchukov, Vladimir Yarmolinsky, Igor Pugachev / Transportation Research Procedia 00 (2018) 000–000
Hot-mix wearing courses
-
+
+
-
Thermal profiling (hot recycling)
-
-
+
+
Cold recycling
-
-
+
+
Pavement reconstruction
-
-
-
+
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3. Methodology for traffic safety quality assessment Thus, the task can be represented in the following way: ������ ���(���; ���) ��� → ��� � ��� ∈ � ⎨ ��� → ��� ⎪ ⎩ ��� ∈ � ⎧ ⎪
(1)
An integrated indicator of repair efficiency and quality PRQ (Pavement Repair Quality) is determined individually for each option. It reflects a non-linear dependence between the operational efficiency of the repaired road section OER (Operational Efficiency of Renovations) and the costs for maintenance and repair of the repaired road section EER (Economic Efficiency of Renovations). The amount of costs is determined by known methods and similar projects (Rosavtodor, 2013;Ahmed et al., 2017). Let us consider the process of evaluating road quality and safety after repair (OER) in detail. The operational efficiency of the repaired road section (OER) is determined by the following condition:
OER PEOP(K PQI )
(2)
The value of a relative increase in the pavement strength factor ΔK is determined as the difference between the strength factor of the repaired pavement calculated mathematically according to the established procedure, and the actual weighted average pavement strength factor at the section being repaired which is determined by the field test method. In order to determine the PEOP (Period of Efficient Operation of Pavement), it is necessary to calculate the ratio between the warranty service life of the pavement and the period between its repairs:
PEOP
WSLP PBRP
(3)
The PBRP (Period Between Repairs of Pavements) is individually determined by regulatory and technical documents for the country and area of works. The WSLP (Warranty Service Life of Pavements) determines the period of time during which the operational efficiency of the pavement meets the requirements of regulatory and technical documents, i.e. the pavement remains in excellent condition. The WSLP indicator depends not only on the work method and quality of construction materials, but also on natural and climatic conditions in the area of works. The WSLP indicator can theoretically be determined by the established method (Bakhrakh, 2014; Khan et al., 2017)or taken as the expected service life of the road pavement (Radovskiy, 2006). The β coefficient takes into account the peculiarities of road pavement operation under various natural and climatic conditions and their influence on the rate of defects and deformations' formation on the pavement. The influence of natural and climatic conditions on the road pavement quality and durability were studied by several authors (Kamenchukov, 2015; Eremin and Eremina, 2017).The values of the β indicator for the territory of Russia have been determined empirically and are given in Table 2.
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Alexey Kamenchukov et al. / Transportation Research Procedia 36 (2018) 627–633 Alexey Kamenchukov, Vladimir Yarmolinsky, Igor Pugachev / Transportation Research Procedia 00 (2018) 000–000
Table 2. β coefficient values. Climatic zone for road building β coefficient
I
II
III
IV
V
0.85
0.94
1.00
1.07
1.14
The traffic quality and safety directly depend on the pavement condition, therefore, to evaluate operating conditions of the repaired road section, it is necessary to take into account the effects of pavement quality improvement PQI:
PQI K i
(4)
The PQI indicator takes into account the generalized net effect of changes in operating conditions of the road pavement after the removal of one or more pavement defects and, as a result, improvement in the traffic quality and safety. C coefficients take into account changes in the traffic speed after the removal of the corresponding pavement defect (C1–C9), the joint effect of defects on changes in the traffic speed (C10–C12) and improvement of auxiliary road operation characteristics (C13–C15). The values of the coefficients are determined by the method of field measurements of the traffic speed on road sections before and after repair; the net weighted average values of C coefficients are given in Table 3. Table 3. Coefficients of changes in the traffic speed. Condition and nature of the removed defect per 1000 m2 of the pavement
Coefficient
Value
Single transverse cracks; crack width — up to 2 mm
1.01
the same; crack width — up to 5 mm
1.02
C1
the same; crack width — up to 10 mm
1.03
the same; crack width — more than 10 mm
1.05
Longitudinal cracks, crack width — up to 2 mm
1.02
the same; crack width — up to 5 mm
C2
the same; crack width — up to 10 mm the same; crack width — more than 10 mm
1.05 1.07
Cracks in base courses
C3
Crack pattern in the area of up to 10 m2 the same; area — up to 50 m
1.03
1.20 1.05
2
C4 2
1.07
the same; area — more than 50 m
1.10
Rutting; average rut depth — up to 10 mm
1.05
the same; average rut depth — up to 20 mm
1.07
the same; average rut depth — up to 30 mm
C5
the same; average rut depth — up to 40 mm the same; average rut depth — up to 50 mm
the same; area — up to 50 m
2
1.12 1.15
the same; average rut depth — more than 50 mm Subsidence (frost heaves); area — up to 10 m
1.10
1.20
2
1.10 C6
2
1.15
the same; area — more than 50 m
1.20
Pavement breaks; area — up to 10 m2
1.20
the same; area — up to 50 m
2
C7 2
the same; area — more than 50 m
1.30 1.40
Alexey Kamenchukov et al. / Transportation Research Procedia 36 (2018) 627–633 Alexey Kamenchukov, Vladimir Yarmolinsky, Igor Pugachev / Transportation Research Procedia 00 (2018) 000–000
Condition and nature of the removed defect per 1000 m2 of the pavement
Coefficient
Potholes; total area — up to10 m2 the same; area — up to 50 m
2
631 5
Value 1.10
C8
the same; area — more than 50 m2
1.20 1.25
Cross waves, shifts
C9
1.10
No more than 1 pavement defect being removed
C10
1.00
the same; 2–4 defects
C11
0.90
the same; more than 4 defects
C12
0.75
Improvement of grip of wheels
C13
1.10
Restoration of cross-section
C14
1.15
Improvement of longitudinal evenness
C15
1.10
4. Introduction and development of principles for result optimization, quality assessment and traffic safety To find the optimum solution of the task (1), it is necessary to consider at least 5 options belonging to the region of feasible solutions D, i.e. being competitive with respect to each other. Figure 1 showssuchregionoffeasible solutions with the ratios between OER and EER where 1 is the maximum value of the indicator in the group. It has been experimentally proved that a solution, for which the ratio between OER and EER is an extremum of function (1), i.e. it falls into the red area (Figure 1), cannot be considered as a competitive one as it will compare poorly or favorably to other options. Itisalsonotrecommended to perform comparison for a sample with more than two boundary solutions falling into the yellow area (Figure), i.e. options for which values of the OER or EER indicators differ from the extremum by one step only. Therefore, theoptimum solution of the optimization task (1) can be obtained when most considered indicators fall into the green area (Figure 1) and are considered competitive with respect to each other.
Fig. 1. Aregionofpossibleandfeasiblesolutionsofthe task (1) upon comparison of 5 options.
It is necessary to calculate the PQR indicator for each competitive option:
PRQ OERI P1 EERI P2
(5)
As the task (1) is non-linear (efficiency criteria tend in different directions), in order to solve the task (5), it is necessary to determine the significance of coefficients P1 and P2 depending on the level of pavement's operating condition and the applicability of pavement repair methods. The values of coefficients P1 and P2 are determined by the expert evaluation method (Kamenchukov and Yarmolinskiy, 2013). A group of leading experts in the field of design, construction, repair and reconstruction of motor roads (in the territory of the south of the Far East) was formed for this purpose. The final values of coefficients P1 and P2 are presented in Table 4.
Alexey Kamenchukov et al. / Transportation Research Procedia 36 (2018) 627–633 Alexey Kamenchukov, Vladimir Yarmolinsky, Igor Pugachev / Transportation Research Procedia 00 (2018) 000–000
632 6
Since the OER and EER indicators have different dimensions, the task (5) cannot be solved in an explicit form. The indicators should be reduced to a one-dimensional value, i.e. they should vary within the range from 0 to 1. For this purpose, it is necessary to calculate the efficiency indices: Table 4. Recommended values of weights P1and P2. Operating characteristics
Coefficients
Pavement condition
DSR 8
PCI
P1
P2
Excellent
5.0…4.1
100…81
0.383
0.617
Good
4.0…3.1
80…61
0.553
0.447
Satisfactory
3.0…2.1
60…41
0.599
0.401
Unsatisfactory
2.0 and less
40 and less
0.701
0.299
OERI
R OE max R OE R OE max R OE min
(6)
EERI
EER EER min R EE max R EE min
(7)
Transformations (6) and (7) will make it possible not only to reduce both OER and EER criteria to a onedimensional value, but also to ensure that both the OERI (Operational Efficiency of Renovations Index)and EERI (Economic Efficiency of Renovations Index) tend to the optimum value. At the same time, the OERI and EERI indices reflect the degree of result's approximation to the optimum value, i.e. regardless of the fact whether the indicator tends to the maximum OER value or to the minimum EER value, both OERI and EERI indices will tend to the minimum value, since 0 is the best approximation to the optimum. 5. Discussion and conclusions The developed method of integrated evaluation of road pavement repair efficiency allows the following: to determine appropriate measures that should be applied to restore the consumer properties of the road, depending on pavement's operating conditions before repair; to provide reasonable, balanced evaluation of the operational and economic efficiency regarding the application of each option of repair works, eliminate non-competitive options and choose the most appropriate technique; to avoid over-expenditures of material, labor and financial resources and maximize the service life of the motor road. The developed method also has an undoubted advantage over the existing national and international methods: it is possible to predict operational and economic benefits of using a particular work method at the stage of justification of engineering solutions, and, based on methods of economic and mathematical modeling, predict what option will be the most appropriate and efficient. References Ahmed, A., Saeed, T.U., Murillo-Hoyos, J., Labi, S., 2017. Pavement repair marginal costs: Accounting for heterogeneity using randomparameters regression. Journal of Infrastructure Systems 23(4), 04017012. https://doi.org/10.1061/(ASCE)IS.1943-555X.0000367. Bakhrakh, G.S., 2014. The approach to the determination of asphalt concrete pavement life. Roads and bridges. Proceedings 32/2, pp. 250–263.
Alexey Kamenchukov et al. / Transportation Research Procedia 36 (2018) 627–633 Alexey Kamenchukov, Vladimir Yarmolinsky, Igor Pugachev / Transportation Research Procedia 00 (2018) 000–000
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Davis, K.L., 2001. The rocky road to translation in spinal cord repair. Automotive News 75(5915), 36. Eremin, D., Eremina, D., 2017. Influence of transport infrastructure on water permeability of soils of Western Siberia. IOP Conference Series: Earth and Environmental Science 90(1), 012111.https://doi.org/10.1088/1755-1315/90/1/012111. Hauser, J., Ševelová, L., Matula, R., Zedník, P., 2018. Optimization of low volume road pavement design and construction. Journal of Forest Science 64(2), 74–85. https://doi.org/10.17221/109/2017-JFS. Kamenchukov, A.V., 2015. Evaluation of the quality of individual works of repair of roads covering. Far East: Problems of development of architectural-building and road-transport complex 15, 29–33. Kamenchukov, A.V., Yarmolinskiy, V.A., 2013. Method of evaluating the effectiveness of road repair coatings. Far East. Roads and traffic safety: an international collection of scientific papers 13, 47–52. Khan, T.U., Norton, S.T., Keegan, K., Gould, J.S., Jacques, C.D., 2017. Use of multiple non-destructive evaluation approaches in Connecticut to establish accurate joint repair and replacement estimates for composite pavement rehabilitation. Airfield and Highway Pavements 2017: Design, Construction, Evaluation, and Management of Pavements - Proceedings of the International Conference on Highway Pavements and Airfield Technology 2017, pp. 201–208. Koganzon, M.S., 1999. Improving the quality of staging constructed and maintained roads. Improving the transport and operating state highways: collection of scientific works, 47–57. Onyango, M., Merabti, S.A., Owino, J., Fomunung, I., Wu, W., 2018. Analysis of cost effective pavement treatment and budget optimization for arterial roads in the city of Chattanooga. Frontiers of Structural and Civil Engineering 12(3), 291–299. https://doi.org/10.1007/s11709-0170419-5. Radovskiy, B.S., 2006. The problem of increasing the durability of pavements and methods of its solutions in the USA. Internet Laboratories, Inc., USA: Series: Road Construction Equipment, 108–119. Rosavtodor (Federal Road Agency of the Russian Federation), 2002. ORR 218.0.006 (2002) Rules for diagnosis and assessment of the state of highways (instead of DDC 6-90). Rosavtodor (Federal Road Agency of the Russian Federation), 2013. ORR 218.2.028 (2013)Methodical recommendations on the feasibility of options compared pavements. Walls, J., Smith, M.R., 1998. Life Cycle Cost Analysis in Pavement Design. Interim. Technical Bulletin. Wise, B., 1994. Rising From The Rubble: Los Angeles Repairs Its Roads. American City & County 109(13), 36–43. Yakimenko, A.A., Bogomolov, D.A., Morozov, A.E., Sokolova, A.V., 2017. Development and research of the information system for monitoring the condition of the road surface using mobile devices to optimize logistics and repair costs. Proceedings - 2017 International MultiConference on Engineering, Computer and Information Sciences, SIBIRCON 2017, 8109868, pp. 190–192. https://doi.org/ 10.1109/SIBIRCON.2017.8109868.
ScienceDirect ScienceDirect
Transportation Research Procedia 00 (2018) 000–000 Available online at www.sciencedirect.com Transportation Research Procedia 00 (2018) 000–000
ScienceDirect
www.elsevier.com/locate/procedia www.elsevier.com/locate/procedia
Transportation Research Procedia 36 (2018) 627–633 www.elsevier.com/locate/procedia
Thirteenth International Conference on Organization and Traffic Safety Management in Large Cities (SPbOTSIC 2018) Thirteenth International Conference on Organization and Traffic Safety Management in Large Cities (SPbOTSIC 2018)
Evaluation of road repair efficiency in terms of ensuring traffic Evaluation of road repair efficiency in terms of ensuring traffic quality and safety quality and safety b a a Alexey Kamenchukov , Vladimir Yarmolinsky , Igor Pugachev * a AlexeyPacific Kamenchukov , Vladimir Yarmolinskyb, Igor Pugacheva* National University, 136 Tikhookeanskaya St., Khabarovsk, 680035, Russia a
b
a Road Construction State Technical University (MADI), 64 Leningradskiy Prosp., Moscow,125319, Russia Moscow Automobile and Pacific National University, 136 Tikhookeanskaya St., Khabarovsk, 680035, Russia
b
Moscow Automobile and Road Construction State Technical University (MADI), 64 Leningradskiy Prosp., Moscow,125319, Russia
Abstract Abstract The article addresses issues of improving the traffic quality and safety. Operational feasibility of using modern methods of repair depending the road pavement condition repairand is evaluated. Based onfeasibility national of andusing in international ternational methodsoffor the The article on addresses issues of improving the prior traffictoquality safety. Operational modern methods repair evaluation quality, ancondition algorithmprior for determining economic feasibility ofternational repair works is develo depending of on the therepair road pavement to repair isoperational evaluated. and Based on national and in international methods for ped the and rationalized. proposed takes into changes in the road costofofrepair works,works trafficisquality and evaluation of the The repair quality,method an algorithm for account determining operational andpavement economicquality, feasibility developed safety improvement and rationalized. Theeffects. proposed method takes into account changes in the road pavement quality, cost of works, traffic quality and safety improvement effects. ©2018 The Authors. Published by Elsevier B.V. © 2018 The Authors. by Elsevier B.V. ND license (https://creativecommons.org/licenses/by-nc-nd/4.0/) This is an accessPublished article under the CC BY-NC-ND ©2018 Theopen Authors. by Elsevier B.V. This is an open accessPublished article under the CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0/) Peer-review review under responsibility the scientific committee of the Thirteenth International Conference on Organization and This is an open access article underof BY-NC-ND ND licenseof (https://creativecommons.org/licenses/by-nc-nd/4.0/) Peer-review under responsibility ofthe theCC scientific committee the Thirteenth International Conference on Organization and Traffic Safety Management in (SPbOTSIC 2018) 2018). review responsibility of Cities the scientific committee Peer-review Traffic Safetyunder Management in Large Large Cities (SPbOTSIC 2018).of the Thirteenth International Conference on Organization and Traffic Safety Management in Large Cities (SPbOTSIC 2018) 2018).
Keywords:motor road; repair; pavement; operational efficiency; traffic quality quality; design traffic speed assurance. Keywords:motor road; repair; pavement; operational efficiency; traffic quality quality; design traffic speed assurance.
1. Introduction 1. Introduction A motor road as a complex of complicated engineering facilities needs continuous maintenance and repair to quality, traffic.ofNational and international in road maintenance and repair ensure high-quality, A motor road as safe a complex complicated engineering experience facilities needs continuous maintenance andshows repairthat to untimely performance of traffic. works leads s to the the traffic in quality emergence accident clusters ensure high-quality, quality, safe National anddeterioration internationalinexperience road and maintenance andofrepair shows that due to theperformance accumulation defects in the roadtraffic pavement Wise, Walls and 2001;Wise, untimely of of works leadsand s to deformations the deterioration in the quality(Davis, and emergence of 1994; accident clusters due to the accumulation of defects and deformations in the road pavement (Davis, 2001;Wise, Wise, 1994; Walls and
* Corresponding author. Tel.: +0-000-000-0000 ; fax: +0-000-000 000-0000 . [email protected] * E-mail: Corresponding author. Tel.: +0-000-000-0000 ; fax: +0-000-000 000-0000 .
E-mail: [email protected] 2352-1465© 2018 The Authors. Published by Elsevier B.V. https://creativecommons.org/licenses/by-nc-nd/4.0/)Peer-review under This is an open access under the CC by BY-NC-ND license (https://creativecommons.org/licenses/by 2352-1465© 2018 Thearticle Authors. Published Elsevier B.V. responsibility the scientific committee the Thirteenth International Conference on Organization and Traffic Safety Man Management https://creativecommons.org/licenses/by-nc-nd/4.0/)Peer-review under in This is an openofaccess article under the CCof BY-NC-ND license (https://creativecommons.org/licenses/by Large Cities (SPbOTSIC 2018). responsibility of the scientific committee of the Thirteenth International Conference on Organization and Traffic Safety Man Management in Large Cities (SPbOTSIC 2018).
2352-1465 2018 The Authors. Published by Elsevier B.V. This is an open access article under the CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0/) Peer-review under responsibility of the scientific committee of the Thirteenth International Conference on Organization and Traffic Safety Management in Large Cities (SPbOTSIC 2018). 10.1016/j.trpro.2018.12.142
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Alexey Kamenchukov et al. / Transportation Research Procedia 36 (2018) 627–633 Alexey Kamenchukov, Vladimir Yarmolinsky, Igor Pugachev / Transportation Research Procedia 00 (2018) 000–000
Smith, 1998;Koganzon, 1999; Kamenchukov, 2015). Besides, the deterioration in the road pavement quality leads to a decrease of the period between repairs and an increase in costs of road elements' maintenance and repair. Modern road-building and road-repair machinery makes it possible to use various repair methods and technologies at the same operating conditions (quality) of the road pavement, whereas the final quality of the repaired pavement will not be the same (Radovskiy, 2006). In order to evaluate the efficiency, feasibility and quality of repair works, a "cost of works" parameter is used (i.e. the total amount of expenses for the restoration of transport and operational road characteristics), whereas indicators of operating conditions of the road are scarcely taken into account (Radovskiy, 2006;Rosavtodor, 2013). Thus, the goal of this study is to develop additional principles and methods for the evaluation of the efficiency of road repair and maintenance in terms of ensuring traffic quality and safety. 2. Study background It was reliably ascertained that the most important factor for ensuring high-quality, safe traffic is stable operation of the system "earth bed subgrade — road pavement" (Wise, 1994; Koganzon, 1999;Eremin and Eremina, 2017). The main factors affecting the system efficiency are as follows: uneven operating temperature conditions; periodic watering with surface and ground waters; deep seasonal freezing; uneven thawing of pavement layers; dynamic and static impact of transport load; fatigue in materials of structures. That is why to evaluate the efficiency, feasibility and quality of repair works, first of all, it is necessary to take into account natural and climatic conditions, seasonality of works, constructability, labor intensity, operating road conditions before and after the repair, road operation mode, traffic volume and its type. In Russia, a method developed by professor A. P. Vasiliev to evaluate operating conditions of motor roads is used. In this case, road conditions are evaluated by the final value of the design speed ratio DSR (Rosavtodor, 2002). A method taking into account the cost of road pavement maintenance and repair during the entire period between repairs is used for technical and economic comparison of road pavement options, with allowance for the residual cost of the road pavement (Rosavtodor, 2013;Yakimenko et al., 2017). In Europe and the USA, to evaluate operating conditions of the road pavement, a Pavement Condition Index (PCI) reflecting the extent of pavement deterioration is used (Radovskiy, 2006;Onyango et al., 2018). Cost of works depends on methods and means of work performance and is given for 1 m2 of the repaired pavement. Both methods of evaluating operating conditions of roads take into account a pavement condition score, but do not provide clear limits for the applicability of each specific method and/or technology of repair works. Therefore, the applicability of such methods, depending on operating conditions of the pavement before repair, was evaluated (Kamenchukov and Yarmolinskiy, 2013; Hauser et al., 2018). The results are given in Table 1. Since it is possible to use several repair methods for each level of pavement's operating conditions, and each repair technology has numerous design options (repair methods), the task of evaluating the efficiency, feasibility and quality of repair works has a probabilistic nature. The mathematical interpretation of the task is as follows: it is necessary to choose one repair method among the variety of those; and this method should provide the best balance between the traffic quality, traffic safety, and cost of works, depending on actual operating conditions of the road pavement. Table 1. Applicability of road pavement repair methods. Method of road pavement repair
Evaluation of the applicability of repair methods and technologies Excellent
Good
Satisfactory
Unsatisfactory
DSR8 5.0–4.1
DSR8 4.0–3.1
DSR8 3.0–2.1
DSR8 ≥ 2.0
PCI 100–81
PCI 80–61
PCI 60–41
PCI ≥ 40
Crack filling
+
+
-
-
Jet injection method
+
+
-
-
Surface mat-forming treatment
+
+
-
-
Protective coating (slurry seal)
-
+
+
-
Alexey Kamenchukov et al. / Transportation Research Procedia 36 (2018) 627–633 Alexey Kamenchukov, Vladimir Yarmolinsky, Igor Pugachev / Transportation Research Procedia 00 (2018) 000–000
Hot-mix wearing courses
-
+
+
-
Thermal profiling (hot recycling)
-
-
+
+
Cold recycling
-
-
+
+
Pavement reconstruction
-
-
-
+
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3. Methodology for traffic safety quality assessment Thus, the task can be represented in the following way: ������ ���(���; ���) ��� → ��� � ��� ∈ � ⎨ ��� → ��� ⎪ ⎩ ��� ∈ � ⎧ ⎪
(1)
An integrated indicator of repair efficiency and quality PRQ (Pavement Repair Quality) is determined individually for each option. It reflects a non-linear dependence between the operational efficiency of the repaired road section OER (Operational Efficiency of Renovations) and the costs for maintenance and repair of the repaired road section EER (Economic Efficiency of Renovations). The amount of costs is determined by known methods and similar projects (Rosavtodor, 2013;Ahmed et al., 2017). Let us consider the process of evaluating road quality and safety after repair (OER) in detail. The operational efficiency of the repaired road section (OER) is determined by the following condition:
OER PEOP(K PQI )
(2)
The value of a relative increase in the pavement strength factor ΔK is determined as the difference between the strength factor of the repaired pavement calculated mathematically according to the established procedure, and the actual weighted average pavement strength factor at the section being repaired which is determined by the field test method. In order to determine the PEOP (Period of Efficient Operation of Pavement), it is necessary to calculate the ratio between the warranty service life of the pavement and the period between its repairs:
PEOP
WSLP PBRP
(3)
The PBRP (Period Between Repairs of Pavements) is individually determined by regulatory and technical documents for the country and area of works. The WSLP (Warranty Service Life of Pavements) determines the period of time during which the operational efficiency of the pavement meets the requirements of regulatory and technical documents, i.e. the pavement remains in excellent condition. The WSLP indicator depends not only on the work method and quality of construction materials, but also on natural and climatic conditions in the area of works. The WSLP indicator can theoretically be determined by the established method (Bakhrakh, 2014; Khan et al., 2017)or taken as the expected service life of the road pavement (Radovskiy, 2006). The β coefficient takes into account the peculiarities of road pavement operation under various natural and climatic conditions and their influence on the rate of defects and deformations' formation on the pavement. The influence of natural and climatic conditions on the road pavement quality and durability were studied by several authors (Kamenchukov, 2015; Eremin and Eremina, 2017).The values of the β indicator for the territory of Russia have been determined empirically and are given in Table 2.
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Alexey Kamenchukov et al. / Transportation Research Procedia 36 (2018) 627–633 Alexey Kamenchukov, Vladimir Yarmolinsky, Igor Pugachev / Transportation Research Procedia 00 (2018) 000–000
Table 2. β coefficient values. Climatic zone for road building β coefficient
I
II
III
IV
V
0.85
0.94
1.00
1.07
1.14
The traffic quality and safety directly depend on the pavement condition, therefore, to evaluate operating conditions of the repaired road section, it is necessary to take into account the effects of pavement quality improvement PQI:
PQI K i
(4)
The PQI indicator takes into account the generalized net effect of changes in operating conditions of the road pavement after the removal of one or more pavement defects and, as a result, improvement in the traffic quality and safety. C coefficients take into account changes in the traffic speed after the removal of the corresponding pavement defect (C1–C9), the joint effect of defects on changes in the traffic speed (C10–C12) and improvement of auxiliary road operation characteristics (C13–C15). The values of the coefficients are determined by the method of field measurements of the traffic speed on road sections before and after repair; the net weighted average values of C coefficients are given in Table 3. Table 3. Coefficients of changes in the traffic speed. Condition and nature of the removed defect per 1000 m2 of the pavement
Coefficient
Value
Single transverse cracks; crack width — up to 2 mm
1.01
the same; crack width — up to 5 mm
1.02
C1
the same; crack width — up to 10 mm
1.03
the same; crack width — more than 10 mm
1.05
Longitudinal cracks, crack width — up to 2 mm
1.02
the same; crack width — up to 5 mm
C2
the same; crack width — up to 10 mm the same; crack width — more than 10 mm
1.05 1.07
Cracks in base courses
C3
Crack pattern in the area of up to 10 m2 the same; area — up to 50 m
1.03
1.20 1.05
2
C4 2
1.07
the same; area — more than 50 m
1.10
Rutting; average rut depth — up to 10 mm
1.05
the same; average rut depth — up to 20 mm
1.07
the same; average rut depth — up to 30 mm
C5
the same; average rut depth — up to 40 mm the same; average rut depth — up to 50 mm
the same; area — up to 50 m
2
1.12 1.15
the same; average rut depth — more than 50 mm Subsidence (frost heaves); area — up to 10 m
1.10
1.20
2
1.10 C6
2
1.15
the same; area — more than 50 m
1.20
Pavement breaks; area — up to 10 m2
1.20
the same; area — up to 50 m
2
C7 2
the same; area — more than 50 m
1.30 1.40
Alexey Kamenchukov et al. / Transportation Research Procedia 36 (2018) 627–633 Alexey Kamenchukov, Vladimir Yarmolinsky, Igor Pugachev / Transportation Research Procedia 00 (2018) 000–000
Condition and nature of the removed defect per 1000 m2 of the pavement
Coefficient
Potholes; total area — up to10 m2 the same; area — up to 50 m
2
631 5
Value 1.10
C8
the same; area — more than 50 m2
1.20 1.25
Cross waves, shifts
C9
1.10
No more than 1 pavement defect being removed
C10
1.00
the same; 2–4 defects
C11
0.90
the same; more than 4 defects
C12
0.75
Improvement of grip of wheels
C13
1.10
Restoration of cross-section
C14
1.15
Improvement of longitudinal evenness
C15
1.10
4. Introduction and development of principles for result optimization, quality assessment and traffic safety To find the optimum solution of the task (1), it is necessary to consider at least 5 options belonging to the region of feasible solutions D, i.e. being competitive with respect to each other. Figure 1 showssuchregionoffeasible solutions with the ratios between OER and EER where 1 is the maximum value of the indicator in the group. It has been experimentally proved that a solution, for which the ratio between OER and EER is an extremum of function (1), i.e. it falls into the red area (Figure 1), cannot be considered as a competitive one as it will compare poorly or favorably to other options. Itisalsonotrecommended to perform comparison for a sample with more than two boundary solutions falling into the yellow area (Figure), i.e. options for which values of the OER or EER indicators differ from the extremum by one step only. Therefore, theoptimum solution of the optimization task (1) can be obtained when most considered indicators fall into the green area (Figure 1) and are considered competitive with respect to each other.
Fig. 1. Aregionofpossibleandfeasiblesolutionsofthe task (1) upon comparison of 5 options.
It is necessary to calculate the PQR indicator for each competitive option:
PRQ OERI P1 EERI P2
(5)
As the task (1) is non-linear (efficiency criteria tend in different directions), in order to solve the task (5), it is necessary to determine the significance of coefficients P1 and P2 depending on the level of pavement's operating condition and the applicability of pavement repair methods. The values of coefficients P1 and P2 are determined by the expert evaluation method (Kamenchukov and Yarmolinskiy, 2013). A group of leading experts in the field of design, construction, repair and reconstruction of motor roads (in the territory of the south of the Far East) was formed for this purpose. The final values of coefficients P1 and P2 are presented in Table 4.
Alexey Kamenchukov et al. / Transportation Research Procedia 36 (2018) 627–633 Alexey Kamenchukov, Vladimir Yarmolinsky, Igor Pugachev / Transportation Research Procedia 00 (2018) 000–000
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Since the OER and EER indicators have different dimensions, the task (5) cannot be solved in an explicit form. The indicators should be reduced to a one-dimensional value, i.e. they should vary within the range from 0 to 1. For this purpose, it is necessary to calculate the efficiency indices: Table 4. Recommended values of weights P1and P2. Operating characteristics
Coefficients
Pavement condition
DSR 8
PCI
P1
P2
Excellent
5.0…4.1
100…81
0.383
0.617
Good
4.0…3.1
80…61
0.553
0.447
Satisfactory
3.0…2.1
60…41
0.599
0.401
Unsatisfactory
2.0 and less
40 and less
0.701
0.299
OERI
R OE max R OE R OE max R OE min
(6)
EERI
EER EER min R EE max R EE min
(7)
Transformations (6) and (7) will make it possible not only to reduce both OER and EER criteria to a onedimensional value, but also to ensure that both the OERI (Operational Efficiency of Renovations Index)and EERI (Economic Efficiency of Renovations Index) tend to the optimum value. At the same time, the OERI and EERI indices reflect the degree of result's approximation to the optimum value, i.e. regardless of the fact whether the indicator tends to the maximum OER value or to the minimum EER value, both OERI and EERI indices will tend to the minimum value, since 0 is the best approximation to the optimum. 5. Discussion and conclusions The developed method of integrated evaluation of road pavement repair efficiency allows the following: to determine appropriate measures that should be applied to restore the consumer properties of the road, depending on pavement's operating conditions before repair; to provide reasonable, balanced evaluation of the operational and economic efficiency regarding the application of each option of repair works, eliminate non-competitive options and choose the most appropriate technique; to avoid over-expenditures of material, labor and financial resources and maximize the service life of the motor road. The developed method also has an undoubted advantage over the existing national and international methods: it is possible to predict operational and economic benefits of using a particular work method at the stage of justification of engineering solutions, and, based on methods of economic and mathematical modeling, predict what option will be the most appropriate and efficient. References Ahmed, A., Saeed, T.U., Murillo-Hoyos, J., Labi, S., 2017. Pavement repair marginal costs: Accounting for heterogeneity using randomparameters regression. Journal of Infrastructure Systems 23(4), 04017012. https://doi.org/10.1061/(ASCE)IS.1943-555X.0000367. Bakhrakh, G.S., 2014. The approach to the determination of asphalt concrete pavement life. Roads and bridges. Proceedings 32/2, pp. 250–263.
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