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Evaluation of Flexible Road Pavement Condition Index and Life Cycle International Journal of Scientific & Engineering Research, Volume 9, Issue 8, August 2018 1909 ISSN 2229-5518 Evaluation of Flexible Road Pavement Condition Index and Life Cycle Cost Analysis of Pavement Maintenance: A Case Study in Kabul Afghanistan Rustam Hafizyar, Mohammad Ali Mosaberpanah Abstract-- the pavement condition index (PCI) is an easy path, suitable and cheap way to evaluate the status of pavement surface distress because of maintenance and rehabilitation as well to predict the maintenance budget is sufficient or not. In this research paper evaluate the current condition of flexible pavement distresses existing in Kabul Afghanistan furthermore, to identify practically solution of road distress, and finally cost analyses of pavement maintenance and rehabilitation. The survey was conducted through Hammed Karzi Airport road to intercontinental Hotel road. Can be inspected and found diversity distress, consequently the values of PCI (45-67) was in a good condition and eventually compared with all road networks. Index Terms— Flexible pavement evaluation, Life cycle cost analysis, Pavement condition index (PCI), Visual condition survey. —————————— —————————— 1 INTRODUCTION pavement management is a tool to improve the quality 3 Literature Review and efficiency of road surfaces and reduce the costs via a Functional failure appertain initially on rating of pavement Agood management workouts. A Pavement Management surface roughness. The causes of structural failure in the System (PMS) [1], presented is an international procedure to flexible pavement as known fatigue, shear, or compaction help decision maker in “finding optimum approach” for moisture penetrating in the subgrade, hydraulic bond mixture, pavement maintenance. Road failure is divided into two major base course and surface course [7]. When distresses happing on parts. The first one is functional failure. In this matter, the road flexible pavement surface, road deterioration immediately start won’t perform its intended function without either causing when opening the traffic, this manner at the beginning much inconvenience to passengers and high impacts to vehicles [2]. leisurely while passing time the distress goes to at the fast rate The causes of functional failure is distress in pavement surface [3]. that these are depressions, cracks, rutting formation and poor Pavements demand consecutively maintenance and riding quality [3]. The second one is structural failure, involves rehabilitation (M, R) mechanism to prevent deterioration collapsing of pavement layer or breaking of one or two layer of causes with reiterative traffic loads and environmental factors. pavement that makes the pavement unable to withstand loads Although, by constrained budget allocated to maintenance of on the surface of the pavement [4]. pavement surface, its requirement to use the existent source as efficiently and effectively as feasible. To fulfill this purpose, it 2 Research Problem can be need a systematic method for planning and scheduling Road deteriorations are starting immediately since M, R activity, it has opportunity interests for pavement user inaugurating the road traffic, these action at the beginning and minimizing costs for organization because organization much leisurely since a “period of time” this action rapidity at responsible for Pavement management to identify suitable quicker rates. Many studies describe the road deterioration to quantity [8]. Pavement condition index (PCI) degree of a limit which 60% of the road can be reached at this phase the pavements according to evaluation of road surface distress. pavement functional fails in 20 years, but pavement The PCI dose not an accurate measurement of skid resistance, management maintenance system (PMMS) was accomplished structural capacity and road roughness. Nevertheless, this is an thus, road status was significantly extend reconstruction and objective tool for assessing the requirements of M- R in road maintenance budget [5]. Plenty researches as shown which cost section because of the perfect pavement approach [9]. Some of maintenance, that is an extremely poor status, is 4-5 times maintenance agency used the advantages of PCI, recognizing higher that if the road is supported when in the batter status the urgent works for M-R [10]. Development of pavement [6]. Thus, the efficiency of an effective maintenance system will network, strategies and budget for preventive maintenance, as reduce the cost of maintenance. Because of maintenance that it well as assessment of materials and pavement structure can be needed the rate of PCI based on PCI value which should designs. The most common survey method used in the United be suggested alternative to pavement maintenance. States and universal is PCI method. First time in 1982 developing with American army. The PCI value is reduce IJSER © 2018 http://www.ijser.org International Journal of Scientific & Engineering Research, Volume 9, Issue 8, August 2018 1910 ISSN 2229-5518 i( 1+i) stored deduction value score based on type, amount severity EUAC = PW∗ { } (2) (1+j)n−1 phase of distress and types of road network. [11], presented Estimation cost of LCCA were divided into phase the as strategy to Road Quality Index (RQI) for statistically significant known cooperation cost and user cost. The cooperation cost are taking data through an expert panel. [12], explained an index initial cost of M and R, the user cost was relate to the travel time the total aggregation of various scale of road status. PCI is a and vehicle operating cost to depends traveling people duet to measurement of road surface and ride quality on scale of 0 to potential crowd associated with planning the construction 100 with an excellent. Based on PCI value the must be within evaluation period [19]. suggested alternative treatment method to whole arterial Initial cost to carry out the LCCA for comparing road pavement network. alternatives, the initial cost as show a percentage of PW or Life Cycle cost analysis (LCCA) “American Association of EUAC during the analyses to start from 0 to period of project State Highway Officials” (AASHO) presented the advantage to predict [20]. and significance of life cycle cost analysis in the “Red Book” in Maintenance costs involve routine costs, corrective, and 1990. The LCCA by [13], offered on arterial pavement network costs of preventive maintenance, such as (joint and crack filling, investiture purpose and significant economic analysis of main chip sealing, patching, spall repairing, replacing individual road at the planning phase. Transportation of highway slabs, thin HMA overlay, etc. Its purpose is to maintain or research and Texas institute of transportation improved the extend the useful life of the road) [20]. asphalt PMS based on computer evaluation and assortment Cost of rehabilitation to determine activity as known “cost alternative HMA pavement design thru the entirely life cycle of project and drainage cost, safety and other features” of cost [14]. The next project was by the “National Cooperative highway construction project [20]. route analysis Program” (NCHRP) that tested the improvement of the LCCA implication [15]. The cost of pavement maintenance relates on some factors, such as volume 4 Research Design and traffic intensity is much significant, as well materials cost One type of research was implemented in this research paper, and equipment, labor, soil types of surface course and, lastly, which an experimental design. The PMMS [21], introduced a the minimum service stage acceptable for the road category procedure can be evaluated and maintenance pavement section and weather status [16]. [17], offered which a LCCA can be as well used in this research paper thus strongly pursued for evaluated twenty- year’s period of time, maintenance of an objective of assessment and developing policy of flexible pavement approach could be saved more than 30% of maintenance. Pavement Corporation cost after can be planned maintenance This study was conducted on Hammed Karzi Airport road approach. [18], introduced a new model for optimizing the life to intercontinental Hotel in the Kabul city. This arterial road cycle of the road property management mechanism. network is one of the lengthy and most significant arterial road Analysis period of highway LCCA by Federal Highway in Kabul city. This road was connected the most commercial Administration (FHWA) “policy statement” in 1996, it was and populated areas in Kabul. This arterial road is a dual introduced the analysis period not less than 35 years be carriageway and divided into 6 lanes, each lane is equal 3m evaluated to whole highway projects, involve new projects for width and total width is (3*6)*2= 36m with pavement shoulder the rehabilitation, reconstruction and new build projects. The is 40m width and length of this highway is 10 km. it can be done analysis period usually has to be longer than the design of the visual condition survey to observe characteristic features of pavement. An evaluation method of LCCA divided into two each defect road surface distress and to identifying the PCI parts the first one is Present worth (PW), the other one is value. “Equivalent Uniform Annual Cost” (EUAC) method. The 4.1 Description of field area EUAC approach identifies half-value the cost of organization each year during the analysis period. Whole costs, involves It has classified the Hammed Karzi Airport road to initial cost, construction cost and cost of maintenance in the intercontinental Hotel in one branch and separated into 3 future, and The PW method described the initial and future sections (A, B, C) as shown in Figure 1 at the below and pavement costs as a lump sum amount in today's dollar [19], according to intensity of traffic volume moving on three By the equations Eq 1 and Eq 2 can be calculated the evaluation section. Visual condition survey was accomplished by walking method. on the pavement area and accurately inspected, diagnosed and n 1 recorded all defect pavement surface distress. pw = initial cost + ∑ Rehab cost ∗ ( ) (1) k=1 (1+i) IJSER © 2018 http://www.ijser.org International Journal of Scientific & Engineering Research, Volume 9, Issue 8, August 2018 1911 ISSN 2229-5518 Fig.
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