4 edition of Life-cycle cost analysis in pavement design found in the catalog.
Life-cycle cost analysis in pavement design
1998 by U.S. Dept. of Transportation, Federal Highway Administration in [Washington, DC] .
Written in English
|Other titles||Life cycle cost analysis in pavement design.|
|Series||Interim technical bulletin / Pavement Division|
|Contributions||Smith, Michael R., United States. Federal Highway Administration.|
|The Physical Object|
|Pagination||xiv, 107 p.|
|Number of Pages||107|
This assumes that a high level of service is maintained to preclude the use of full-depth patching and other major repairs. All the costs are usually discounted and total to a present-day value known as net present value NPV. Rehabilitation costs. These treatments have two main effects Deighton,  : They immediately improve the pavement condition. This project was recommended by the Drainage Asset Management group to support the prediction of life-cycle asset costs. For example, Table 5.
Nonetheless, when effectively employed, the routine main- tenance may often indirectly affect the NPV due to the longer service life before more costly treatments are used. Providing a comprehensive overview of the subject, Pavement Engineering: Principles and PracticeSecond Edition covers a wide range of topics in asphalt and concrete pavements, from soil preparation to structural design and construction. Reevaluate Strategies Once the NPVs have been computed for each alternative and limited sensitivity analysis performed, the analyst needs to reevaluate the competing design strategies. Objective risk is based on theory, experiment, or observation. Further research was conducted to estimate user costs at bridge sites where no detour is considered or pos- sible. Fig- ure 10 provides an overview of the type of information gener- ated through the Suggested Repair Report.
Fundamental LCCA principles are rooted in classic engineering economic theory. But, in the end, the products cre- ated appear to be generating results and recommendations that are much more reasonable and acceptable to FDOT staff. HMA overlay 40 Diamond grinding 45 1. TABLE 5.
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For instance, once a substantial crack occurs it is then easier for water to 1 infiltrate the HMA layer and 2 penetrate and weaken the subgrade. PV factors for various combinations of discount rates and future years are available in discount factor tables more commonly referred to as interest rate tables.
Maintenance and rehabilitation can slow or reverse this deterioration. Compute Life Cycle Costs Compute total costs for each alternative to allow for a direct comparison.
Many agencies use a rate similar to FHWA recommendations, but no consensus was found. All the costs are usually discounted and total to a present-day value known as net present value NPV.
Beyond a certain point, however, defects become too large for correction by mere maintenance.
Because user costs may dominate total NPV, agency costs and user costs must be computed separately. It is primarily used to account for differences in remaining pavement life between alternative pave- ment design strategies at the end of the analysis period. Alternately, a single period can be selected, but then a residual value for an alternative with remaining service life must be calculated at the end of the period.
Operational pavement management systems can provide the data to evaluate pavement condition and performance to identify performance trends.
A simplified illustration of the activity and timing is shown in Figure 5. This assumes that a high level of service is maintained to preclude the use of full-depth patching and other major repairs.
With the rollout of the tablets and the continued detail going into the creation of a record of maintenance, issues, conditions, and actions for each asset, WSDOT will have asset-specific maintenance histories available at the touch of a finger.
Pavement maintenance and rehabilitation alternatives are often selected based on LCCA evaluations. One study showed that higher discount rates tend to favor a flexible pavement alternative, whereas lower discount rates may favor a rigid pavement design Wimsatt et al.
Sunk costs are a special category of costs. Residual value refers to the net value from recycling the pavement. The analysis period is recommended to contain at least one major rehabilitation.
The frequency, duration, severity, and year of work-zone requirements are critical factors in developing user costs for the alternatives being considered. The holistic view of a system of assets by P3 concessionaires may provide insight to state high- way agencies on how to further improve LCCA methods and models to optimize investments.
Table 5.Life-cycle cost analysis (LCCA) is a tool to determine the most cost-effective option among different competing alternatives to purchase, own, operate, maintain and, finally, dispose of an object or process, when each is equally appropriate to be implemented on technical grounds.
For example, for a highway pavement, in addition to the initial construction cost, LCCA takes into account all the user costs, (e.g. Life-Cycle Cost A new position paper from the Asphalt Pavement Alliance (APA) articulates an appropriate and non-biased method for life-cycle cost analysis (LCCA) that follows guidelines from the Federal Highway Administration.
Research ReportAuthor: Melody A. Perkins, CDOT Pavement Design. Keywords: Cost Estimation, LCCA, Life Cycle Cost Analysis, Concrete Pavement, Pavement Management, Reclaimed Asphalt Pavement, rehabilitation costs, heater remixing, heater scarifying, cold in-place recycling, full-depth reclamation, HMA overlay, HMA mill-and-fill.
Evaluation of Pavement Life Cycle Cost Analysis: Review and Analysis Article (PDF Available) in International Journal of Pavement Research and Technology 9(4) · August with 1, Reads.
16 CHAPTER THREE ALTERNATE DESIGN/ALTERNATE BID LIFE-CYCLE COST ANALYSIS INTRODUCTION Tim Waight, the deputy director of the Texas Turnpike Author- ity, stated, â Selecting the pavement type is the number one issue that drives the cost of a major highway project, and that decision then drives all the other engineering decisions that impact a.
GUIDE TO USING EXISTING PAVEMENT IN PLACE AND ACHIEVING LONG LIFE Analysis Period Initial Design 1st Rehab Pa ve m en t C on di tio n Years. $9 Million A ge nc y C os ts Years $26 Million 0 20 Figure