Pavement Resurfacing Policy for Minimization of Life-Cycle Costs and Greenhouse Gas Emissions

Lidicker, Jeffrey; Sathaye, Nakul; Madanat, Samer; Horvath, Arpad

doi:10.1061/(asce)is.1943-555x.0000114

Cited by 61 publications

(29 citation statements)

References 19 publications

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“…The World Bank defines the pavement roughness using the so-called International Roughness Index (IRI), which is now in worldwide use [3] (Figure 1). Pavement roughness affects vehicle speeds after maintenance and rehabilitation (M&R) activities [4][5][6], even though several studies did not report out such change [1,[7][8][9] under certain conditions. An early study [10] observed the increases in the mean speed after resurfacing: 2 km/h for private cars, 2.3 km/h for light goods vehicles, 2 km/h for medium goods vehicles and 2.6 km/h for heavy goods vehicles.…”

mentioning

confidence: 99%

How the Roadway Pavement Roughness Impacts Vehicle Emissions?

Qiao¹,

Li²,

Yu³

2017

Environ Pollut Climate Change

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IntroductionMinimizing the environmental impacts of roadway construction and maintenance is essential to comprehensive design, planning and management of roadway infrastructure system for the optimistic goals of balanced sustainability, mobility, and safety. The vehicle emission related environmental costs during roadway pavement management are influenced by pavement-surface type, pavement condition, roadway geometrics, weather, temperature, vehicle operation speed, and so on.The life cycle assessment (LCA) is normally used to evaluate air pollution from vehicle exhaust and the energy consumption under different pavement management strategies [1]. The major pollutants emitted from motor vehicles mainly include volatile organic compounds (VOC), carbon monoxide (CO), and nitrogen oxides (NO x ), which have several adverse health effects on human lives and even the global environment. As long term pavement conditions deteriorate, road roughness increases and predictions based on fuel consumption and therefore vehicle emissions will increase. It is therefore very important to understand the relations between pavement roughness and vehicle emissions. Pavement Roughness and its Relationships with Vehicle SpeedThe pavement roughness, which is also called "smoothness", is the deviation of a pavement surface from a true planar surface, with wavelength deviations ranging between 0.5 and 50 m [2]. The World Bank defines the pavement roughness using the so-called International Roughness Index (IRI), which is now in worldwide use [3] (Figure 1).Pavement roughness affects vehicle speeds after maintenance and rehabilitation (M&R) activities [4][5][6], even though several studies did not report out such change [1,[7][8][9] under certain conditions. An early study [10] observed the increases in the mean speed after resurfacing: 2 km/h for private cars, 2.3 km/h for light goods vehicles, 2 km/h for medium goods vehicles and 2.6 km/h for heavy goods vehicles. Anund [11] investigated the relationship between surface quality (in IRI) and vehicle speed. The results showed that there was a statistically significant speed reduction of 1.6 km/h for passenger cars between 3.00 p.m. and 9.00 a.m. if the rut depth increased by 10 mm and a reduction of 2.2 km/h for an increase of one IRI. Fuel Consumption Model and Cost Function Considering Pavement RoughnessWhile the pavement condition affects the vehicle travel speed, it further affects fuel consumption and vehicle emissions. Rougher roads will lead to greater fuel consumption [12] and stiffer pavements could reduce fuel consumption up to 3 percent for the U.S. pavement network with a savings of 273 million barrels crude oil per year, and an annual decrease in CO 2 emissions of 46.5 million metric tons (CSHUB) (2014). AbstractUnderstanding the environmental impacts of roadway management strategies is essential not only to the estimation of construction cost, but also the protection of the environment and the conservation of the global ecological system. Vehicle speed and fuel consumption...

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confidence: 99%

How the Roadway Pavement Roughness Impacts Vehicle Emissions?

Qiao¹,

Li²,

Yu³

2017

Environ Pollut Climate Change

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“…To this end, reducing energy consumption in transportation should be adopted in the decision making process by controlling some myriad factors including traffic volume, vehicle type, vehicle speed, and pavement conditions (Chatti and Zaabar 2012). For example, several research studies emphasized on the significant impact of pavement conditions on fuel consumption (Amos 2006;Wang et al 2012;Zaabar and Chatti 2010) and therefore GHG emissions (Lidicker et al 2012;Zhang et al 2010).…”

Section: VIImentioning

confidence: 99%

“…Roughness level is typically addressed by the international roughness index (IRI) that was developed by the World Bank ). The IRI adopts the concept of displacement measurement in pavement along the vehicle's travel distance, and it can be represented in meter per kilometer or inch per mile (Lidicker et al 2012;Zhang et al 2009). The IRI value can range from zero for perfectly smooth pavement and has no upper bound (Zhang et al 2009), with a typical value between 1 to 5 m/km (Wang 2013).…”

Section: Vehicle Fuel Consumption Vs Pavement Roughnessmentioning

confidence: 99%

“…In Lidicker et al (2012), the model was developed to minimize agency and user costs, while minimizing environmental impacts, in terms of GHG emissions. The trade-off relationship between maintenance costs and emissions is proposed, although the study is concentrated at the project level.…”

Section: Highway Construction Programsmentioning

confidence: 99%

“…First, the energy estimating model used in some studies requires very comprehensive data (e.g. Lidicker et al (2012), Wang et al (2012)), which is mostly unavailable in the transportation pavement database. Second, energy consumption is not the main focus in some existing studies, such as Cass and…”

Section: Model Developmentmentioning

confidence: 99%

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