asecap 2006, presentation,

OPTIMISATION OF MOTORWAY OPTIMISATION OF MOTORWAY MAINTENANCE MANAGEMENTMAINTENANCE MANAGEMENT

Case Study:Case Study: motorway E-75, motorway E-75, section Novi Sad - Belgradesection Novi Sad - Belgrade

3434thth Study and Information Days of ASECAP, Study and Information Days of ASECAP, PulaPula,, 21-24 21-24 May 2006May 2006

NebojNebojša Radović, M.Sc. (C.E.)ša Radović, M.Sc. (C.E.)

234th Study and Information Days of

ASECAP, Pula 21-24 May 2006

1. Introduction2. Scope of Analyses3. Applied Methodology4. Calibration of HDM-4 model5. Maintenance Standards6. Vehicle Fleet Characteristics7. Motorway Road Network Rehabilitation Program

Analyses8. Case Study: E-75, Section Novi Sad – Belgrade9. Conclusions

AgendaAgenda



1. Introduction1. Introduction Motorways presents a main arterials of road transport

sector Pavement quality have a direct impact on the safety and

driving comfort as well as on the travel time spent, and consequently, on the total road users costs.

Motorway pavement maintenance cost participate up to 80% of total motorway maintenance costs

In Serbia motorway maintenance cost apprx. 30,000 Euro/km/year (motorways) and apprx. 22,000 Euro/km/year (semimotorways)

Improve pavement condition of existing road network of Republic of Serbia as a basic task of Public Enterprise ‘’Roads of Serbia’’



2. Scope of Analyses...2. Scope of Analyses...

Analyses comprised:

– 579.84 km of motorway road network of the Republic of Serbia

– 4 motorway road routes– 57 semimotorway and motorway sections according

to road reference system– only the sections with bituminous pavement have

been analyzed



2. Scope of Analyses2. Scope of AnalysesFeature

Total Motorway Road Network Considered

Total number of sections: 57

Total length: 579.84 km

Average length of sections: 10.17 km

Average AADT (vpd): 10,155 vpd

Average pavement width: 18.50 m

Average CBR: 6.8 %

Average rut depth: 30.4 mm

Average share of cracked area: 3.7 %

Average share of raveled area: 0.7 %

Mean value IRI (m/km): 3.7 m/km

IRI - maximal value (m/km): 4.9 m/km

IRI - minimal value (m/km): 2.2 m/km

IRI - standard deviation (m/km): 0.57 m/km

IRI - variance coefficient: 0.33 m/km

Average IRI weighted by length (m/km/km):

3.6m/km/km



3. Applied methodology...3. Applied methodology... A study of motorway network level road rehabilitation

program analysis was done using HDM-4 model. Period of analysis : 20 years Discount rate: 12% Traffic grow rates were defined by Faculty of Transport

and Traffic Engineering - University from Belgrade The maintenance and rehabilitation strategies applied in

analysis are determined on the basis of expected deterioration in relation to actual traffic load.

Pavement roughness is expressed in terms of "International Roughness Index" (IRI), and normalized according to recommendations of World Bank.

Dynamic segmentation was used to define homogenious sections



3. Applied methodology...3. Applied methodology...

1 STACI ONA@A, LOKACI JA I REPERI NA TERENU

2 GEOMETRI JSKI ELEMENTI PLANAI PROFI LA

Karakter i st i ~an popre~ni profi l na potezu

Upi s l okal ni h promena u popre~nom profi l u

Zakr i vq enost (1/R)

Podu ni nagi b (%)

3 KOLOVOZNA KONSTRUKCI JA

I spi t i vawa u ekspl oataci ji i sonda` ne jame

(datum, pol o` aj i sastav k.k.)

Projektovana kol ovozna konstrukci ja na potezu od km _______ do km _______

4 DEBQI NA SLOJEVA KOLOVOZNE KONSTRUKCI JE

Poja~awe

Habaju}i sl oj

Vezni sl oj

III nose}i sl oj

II nose}i sl oj

Cementna stab.

DNS - tampon

UKUPNA DEBQI NA ASFALTNI H SLOJEVA (cm)

UKUPNA DEBQI NA KOLOVOZNE KONSTRUKCI JE (cm) i SNC BROJ

zaht.zaht.

AB11, d=7+5cm

5.5 cm

zaht.zaht.

5.5 cm

zaht.zaht.

6.5 cm

zaht.zaht.

8.5 cm

zaht.zaht.

20.5 cm

zaht.zaht.

32 cm

KARAKT

ERISTI

KE SL

OJEVA

KOLOVO

ZNE KO

NSTRUK

CIJE

5

Zbi jenost mater i jal a

(dmax %)

Vl a` nost mater i jal a

opt %

CBR (%)

vr sto}a na pr i t i sak Mpa)

CEMENTNASTAB.

Vrsta mater i jal a (USCE kl asi fi kaci ja)

Modul st i {q i vosti (MN/m2)

DNSTAMPON

POSTEQI CA

Modul st i {q i vosti(MN/m2)

Ocena kval i teta asf al tni h sl ojeva

ASFALTNI SLOJEVI

1

70 55-70 40-55 < 40

100 98-100 95-98 <95

C7 5C<7

3 4

200 100-150 <100150-200

2

36.5 6.5 3

opt opt

4C<5 C<4

KM 100 0.5

4.5 cm

4.5 cm

7.5 cm

19.5 cm

28 cm

100

@ELEZNI K, R-103

h=4.5m l=15m

Kol ubara

1.00%

600m

R=1500m

SJ -1/1.0m, 1995 god, l eva vozna traka

CBR=4%, =16.0%,dmax

CH-CL

5.0 cm AB 11

8.0cm BNS22

20 cm drobq eni kamen

30.0 cm peskovi ti {q unak

Od km 101+500 do km 101+765ne postoji r i gol a

3.75 3.75 1.00

5.5 cm

AB11, d=7+5=12 cm

AB11, d=5.5 cm

BNS, d= 5.0 cm

BNS, d=6.0 cm

d=30 cm

BNS, d=19.0 cm

BNS, d=7.0 cm

CH-CL, km 100+459 - km 101+500

d=22 cm

d=72 cm, SNC=6.2

A=500 A=350

A=350

Broj kol otraga u profi l u: 3

1.20

Komentar l o{ i h rezul tata, npr . Me=800, i td.

11 RADOVI NA ODR@AVAWU KOLOVOZA

(i z tehni ~ke dokumentaci je)

REDOVNO ODR@AVAWE

- zal i vawe- popravke

POJ A ANO ODR@AVAWE

- poja~awe- obnova habaju}eg sl oja

Leva saob. traka

Desna saob. traka

Zaustavna traka

Leva saob. traka

Desna saob. traka

Zaustavna traka

12 SAOBRA] AJNO OPTERE] EWE

13 PODELA NA HOMOGENE POTEZE

PGDS - AKTUELNI SAOBRA] AJ (% teretni h vozi l a)

PGDS - PROGNOZI RANI SAOBRA] AJ (% teretni h vozi l a)

Lakroa defl ektograf , 1998 god.

Dm=0.15 mm, kol otrag br .6

Bump Integrator, 1998 god.

IRI=4.6, 4.81l eva saob. traka

Xsr=2.7cm, l eva saob. traka

SRT 57 1997 god.SRT 55 1998 god.

DT 5 mm 1997 god.DT 6 mm 1998 god.

Geodetska merewa 1998 god.

PGDS =9800 voz/dan% TV = 6%

PGDS =15800 voz/dan% TV = 15%

1998 g. 60m1

1995 g. 30%

AB11, d=5.0cm 1995g. P=1200m2

STACI ONA@A

6 DEFLEKSI JE KOLOVOZNE KONSTRUKCI JE

7

9 OTPOR KLI ZAWU

VI ZUELNA OCENA O[ TE] EWA POVR[ I NE KOLOVOZA

100-10

1 1-3 3-5 >5

20-50 50-100

0-5 20-50 50-10050-20

10-20

KM 100 0.5

Defl eksi je kol ovoza Di(1/100 mm)

- Datum merewa- Ure| aj

350

300

250

200

150

100

50

Dm=Xsr + 2kol otrag 1-6

RAVNOST POVR[ I NE KOLOVOZA

IRI (mm/km)


7

6

5

4

3

2

1

IRI, saobra}ajna traka

8 KOLOTRAZI Dubi na kol otraga (cm)


Xsr, saobra}ajna traka

5

4

3

2

SRT (godi na merewa)

Dubi na teksture (mm)(godi na merewa)

[ I ROKE PUKOTI NE(%)

SVE PUKOTI NE (%)

UPAWE (%)

UDARNE RUPE (%)

POPRAVKE (%)3-51 1-3

0-10 10-20 20-50 50-100

>5

70-100 55-70 25-70 0-25PCI (PCR) i ndeks(datum sni mawa o{ te}ewa)

STACI ONA@A

14KM 100 0.5

OZNAKA, POLO@AJ I PERI OD I SPI TI VAWA UZORKA

1

2

3

4

5

6

7

8

HABAJU

]I SL

OJ

% Bi tumena u me{avi ni

% Prol aska kroz si to # 200

% [ upq i na u zbi jenom stawu

% Drobq enog agregata

Stabi l nost na 60°C

Te~ewe na 60°C

Modul uko~enosti na 60°C

Zbi jenost asf al tnog sl oja (uvaq anost)

1

2

3

4

5

6

7

8

VEZNI

SLOJ






Te~ewe na 60°C



1

2

3

4

5

6

7

8

III NO

SE]I S

LOJ






Te~ewe na 60°C



1

2

3

4

5

6

7

8

II NO

SE]I S

LOJ






Te~ewe na 60°C



OCENA KVALI TETA ASFALTNI H SLOJEVA15 1 2 3 4

ISPITI

VAWA A

SFALTN

IH SLO

JEVA U

TOKU

GRA\

EWA

SJ -3/1.0m, l eva saob. traka,1998 god

5% (zaht. 4-6%)

8%(zaht. 5-8%)

4% (zaht. 2-8%)

3%(zaht. 3%)

40 (zaht. 35-40)

3 mm (zaht. 3-5mm)

65 (zaht. mi n 50)

95% (zaht. 100%)

Komentar l o{ i h rezul tata : zbi jenost habaju}eg sl oja 95%

5% (zaht. 4-6%)

8%(zaht. 5-8%)

4% (zaht. 2-8%)

3%(zaht. 3%)

40 (zaht. 35-40)

3 mm (zaht. 3-5mm)

65 (zaht. mi n 50)

95% (zaht. 100%)

95% (zaht. 100%)

5% (zaht. 4-6%)

8%(zaht. 5-8%)

4% (zaht. 2-8%)

3%(zaht. 3%)

40 (zaht. 35-40)

3 mm (zaht. 3-5mm)

65 (zaht. mi n 50)

95% (zaht. 100%)

5% (zaht. 4-6%)

8%(zaht. 5-8%)

4% (zaht. 2-8%)

3%(zaht. 3%)

40 (zaht. 35-40)

3 mm (zaht. 3-5mm)

65 (zaht. mi n 50)

Dynamic Segmentation:



3. Applied methodology3. Applied methodology

Pavement condition

Pavement Description Indicative IRI

Applies during

GOOD Free of defects, require only routine maintenance

1.5 to 4 First 5-7 years, there is provided a good routine maintenance

FAIR Significant defects require resurfacing or strengthening to avoid failure.

4 to 6 First 7-12 years, pavement may stay in fair condition for few years more, but road user cost pit a pat arise

POOR Extensive defects. Failure is occurring or already occurred. Reconstruction is required.

6 or more First 12-15 years, once failed, serious deterioration and destruction rapidly occur

Normalized IRI (m/km):

Typical pavement structure is designed for service life of 20 years, but in practice, some resurfacing is needed after 10-12 years.



4. Calibration of HDM-4 model4. Calibration of HDM-4 model Calibration for local climate characteristics

Calibration of Pavement Deterioration Model Calibration of Vehicle Fleet Characteristics Calibration are followed by comprehensive sensitivity

analyses

Parameter Adopted values

Mean monthly precipitation 70мм

Mean temperature 10C

Average temperature range 40C

Number of days per year temperature exceeds 32C 25 days

Freezing index 75 C -days



5. Vehicle Fleet Characteristics5. Vehicle Fleet Characteristics "Analysis on the Representative Vehicle Characteristics

in the Arterial Road Network of the Republic of Serbia'' made by Faculty of Transport and Traffic Engineering, University of Belgrade

Basic vehicle type Number of

wheels

No. of shafts

Annual Km

Annual number of working hours

Average shelf life

(years)

Number of passengers

ESAL Weight (t)

Small-size passenger car 4 2 12,000 500 14 2 1.02 4

Medium-size passenger car 4 2 16,000 500 15 2 1.14 4

Bus 6 2 80,000 2,000 14 45 14.40 6

Light cargo vehicle 6 2 40,000 2,000 14 0 3.26 6

Medium-size cargo vehicle 6 2 40,000 2,000 14 0 6.72 6

Heavy cargo vehicle 10 3 55,000 2,000 14 0 14.02 10

Truck trailer 18 5 80,000 2,000 15 0 36.10 18



6. Maintenance Standards...6. Maintenance Standards...

Different maintenance strategies for rehabilitation/reconstruction of pavement were taken into consideration

There are two alternatives:– basic option, the alternatives with minimum maintenance works

(crack sealing and pothole patching),– rehabilitation option, determined as work

rehabilitation/reconstruction programme according to adopted criteria.

Maintenance standard Standard Code

Unit Econ. Price (€)

Finan. Price (€)

Trigger criteria

Achieved effects

1 POTHOLE PATCHING POTPAT m2 6.6 8.3 every year Pothole patching 80%

2 CRACK SEALING CRKSL m2 3.2 4.0 every year Wide and transversal cracks 80%



6. Maintenance Standards6. Maintenance Standards Maintenance standard Standard

Code

Unit Econ. Price (€)

Finan. Price (€)

Trigger criteria Achieved effects

1 POTHOLE PATCHING POTPAT m2 6.6 8.3 each year Pothole patching 80%

2 CRACK SEALING CRKSL m2 3.2 4.0 each year Wide and transversal cracks 80%

3 THIN AC OVERLAY, d=30 mm

THIN30 m2 7.8 9.4 Total area damaged > 15% and rut < 25

mm and cum. ЕSAL< 2x106

IRI=derived, Total damaged area =0% Mean rut depth =0mm

4 THIN AC OVERLAY d=30 mm + SHAPE CORRECTION

THSC30 m2 8.2 9.9 Total area damaged > 15% and rut 25-40 mm and cum. ЕSAL<

2x106


5 REMIX PLUS (40+20mm)

REM+ m2 12.5 15.2 mean rut 50mm and total

damaged area >25% and cum ESAL <

2x106


6 AC OVERLAY d=50mm OVL50 m2 10.5 12.6 IRI 4.0 and cum ESAL >2x106


7 AC OVERLAY d=70+50=120mm

OVL120 m2 23.8 28.6 IRI 5.0 and cum ESAL >2x106


8 PAVEMENT RECONSTRUCTION d=50+70+300=420mm

PAVREC m2 31.7 38.0 IRI 6.0 and cum ESAL >2x106




7. Motorway Road Network 7. Motorway Road Network Rehabilitation Program Analyses...Rehabilitation Program Analyses...

Average Economic Internal Rate of Return (EIRR) per section is EIRR = 37.6%. The range of achieved EIRR is from 10.3% to 87.6%.

Total Net Present Value (NPV) is NPV=360.6 millions EUR.

The average pavement condition in year 2022 in case of base alternatives (do minimum) will be IRI=9.8 м/км

The average pavement condition in case of rehabilitation alternatives will be IRI=2.9 м/км

Total cost of maintenance works in case of rehabilitation options is estimated to be 302.6 millions EUR.



7. Motorway Road Network 7. Motorway Road Network Rehabilitation Program Analyses...Rehabilitation Program Analyses...



8. Case Study : motorway E-75, 8. Case Study : motorway E-75, section Novi Sad - Belgrade...section Novi Sad - Belgrade...

A two homogenious sections has been defined:– Novi Sad – Beska, l=35.3 km– Beska – Beograd, l=30.2 km

An optimal maintenance program has been defined for both carriageways separately divided into homogeneous sectors.



8. Case Study : motorway E-75, 8. Case Study : motorway E-75, section Novi Sad - Belgradesection Novi Sad - Belgrade

Total pavement maintenance costs for both carriageways in analyses period is estimated to: 53,800,209 €.

Optimal rehabilitation works should be carried out on the existing (left) carriageway on homogeneous sector Novi Sad – Beska during the 2004 and 2020.

Optimal rehabilitation works should be carried out on the existing (left) carriageway on homogeneous sector Beska – Beograd during the 2004, 2013 and 2023.

Optimal rehabilitation works should be carried out on the new (right) carriageway on homogeneous sectors Novi Sad – Beska and Beska – Beograd during the 2014.



9. Conclusions9. Conclusions A procedure for collection and processing of pavement

distress data with video-camera has been investigated and veryfied.

A procedure for determining of homogeneous section-links to be involved in the using of decision model HDM-4, has been defined and verified.

Adaptation and calibration of worldwide popular maintenance management model HDM-4 for local conditions in Serbia has been accomplished.

A technical-economic analyze of pavement rehabilitation needs on motorway road network in Republic of Serbia using calibrated HDM-4 model has been comprised.



Thank you for your attention!

asecap 2006, presentation,

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