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Developing an Optimization Model to Manage Unpaved Roads 时间:2017-09-26 22:25 来源:未知作者:admin 点击: 次 Abstract:While approximately two-thirds of the total centerline miles are unpaved in the state of Wyoming, there is no optimization program for managing these roads. Unlike paved roads, unpaved roads deteriorate from excellent to failed conditions in sometimes less than a year. This deterioration rate necessitates developing a novel methodology for managing them efficiently. When funding is limited, it is important to identify the best mix of road preservation projects that provides the most benefits to society in terms of overall life cycle cost of the road network. This research intends to develop a management system using optimization techniques for managing unpaved roads within limited budget. The common factors that play the most important role for identifying projects are road condition parameters, unpaved road deterioration model, treatment types, cost-factors associated with selecting treatment types, traffic counts, budget, and treatment cost. Road condition parameters include cross section, roadside drainage, rutting, potholes, loose aggregate, dust, corrugation, and ride quality. This methodology will facilitate a statewide implementation of unpaved road management system for counties in Wyoming. The methodology can be easily adopted by other states interested in the management of gravel roads.
1. Introduction
In the state of Wyoming, transportation infrastructure has many elements: roads (paved and unpaved), bridges, culverts, cattle guards, signs, traffic signals, tunnels, rails, and roadside features. In this state, there are a total of 27,831 centerline miles of roadway owned and maintained by federal, state, and local entities. The responsibilities for maintaining these roads are distributed among different jurisdictions: Wyoming Department of Transportation (WYDOT), Federal Highway Administration (FHWA), local governments, and other state agencies. According to the “Fixing America’s Surface Transportation (FAST) Act,” each state is required to develop a pavement management system (PMS) to improve or preserve the present pavement condition and the performance of the system [1]. All state DOTs already have their own pavement management systems. WYDOT utilizes its own PMS to maintain 6,844 miles of interstate and state highways. Also, a PMS for managing county paved roads (2,444 centerline miles) is being developed. Currently, there is no PMS or road maintenance database for the 12,000 miles of unpaved roads. In a recent study by Huntington et al. [2], a recommendation was made to establish a pavement management system for local roads. The local roads of this state are maintained by 3 local governments: counties, cities, and towns. This study concentrates only on the local unpaved roads totaling approximately 12,000 miles that are maintained by counties. Wolters et al. [3] studied the implementation of a pavement management program in a local agency. The recommendations included how to develop a process that best meets the given needs of an agency. This study considered local factors and traffic conditions which are significantly different from the state managed roadways.
Any road management system consists of two basic components: a comprehensive database and a set of tools or methods that can assist decision makers in establishing cost-effective strategies for evaluating and maintaining roads. The comprehensive database should contain current and historical information on road condition, structure, and traffic. The set of tools or optimization techniques will determine existing and future road conditions, predict financial needs, and identify and prioritize road preservation projects. The integral parts of optimizing resources are the deterioration model, maintenance decision process, maintenance and rehabilitation cost, available funding, functional classification of the roadways, and cost-factor associated with the maintenance type. Combining all these factors, this research developed a methodology to identify the best mix of road preservation projects within a certain budget. The methodology will ensure that the overall condition of unpaved roads is maximized and the selected roads have the highest traffic volume. The cost-factor included in this methodology is determined by the life cycle cost of each treatment type.