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Pavement Asset Management System is a systematic and objective tool to manage pavement network based on the rational, engineering and economic principles. Once implemented and mature Pavement Asset Management System serves the entire range of users starting with the maintenance engineers and ending with the decision-makers. Such a system is necessa...
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... maintenance is a management strategy to provide and maintain serviceable roads. It is a multi-year planned strategy to select most effective treatments to preserve pavement assets, to retard their future deterioration and to maintain or to improve their functional condition without increasing their structural capacity [9]. Proactive maintenance typically includes corrective and preventive maintenance as well as minor rehabilitation. The concept behind proactive maintenance is presented in Fig. 1. As compared to reactive approach, proactive approach promotes carefully selected maintenance activities applied at optimal timing that allow to keep pavements in very good condition. Such an approach is always more beneficial from the user, owner and environmental perspective that has been proven in numerous studies and put in practice [10]- [23]. In order to demonstrate the benefits of proactive maintenance, these studies utilize various economical tools to perform life-cycle planning (LCP) and they often incorporate not only technical aspects but also include social aspects (e.g. accidents, user delay, vehicle operation costs) as well as environmental aspects (e.g. air pollution, noise emission, energy consumption). It should be emphasized that optimized proactive strategy supports sustainable development and mitigates future maintenance burden. Among other advantages, it reduces carbon footprint, contributes to economy growth and improves road safety [24]. Proactive strategy is of paramount importance for the newer pavements before they reach significant deterioration. Proactive strategy should be defined and incorporated in the PMS tools as soon as the new roads are built to determine reasonable and objective funding allocation between newer and older network using life-cycle planning (LCP). Properly defined strategies in the PMS should allow to perform multi-aspect what/if scenarios to determined optimal timing for right proactive activities and to assess deferred maintenance and associated stop-gap ...
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... This falls in line with the questions that will be faced in making operational decisions, as shown in the pyramid in Figure 3. Shigang 119 adopts a multi-layer Bayesian network for hierarchical health assessment, by assigning probabilities to fault statuses at lower levels and propagating it to higher levels. A similar application of the Bayesian networks is seen in Barua and Khorasani,120,121 where a Component Dependency Model (CDM) for hierarchical fault diagnosis is developed to facilitate a systematic diagnosis of faults at different health management levels of satellites. This can inform maintainers of the probability of a fault getting worse if that fault can potentially affect the overall functioning of the physical asset. ...
Aircraft health management has been researched at both component and system levels. In instances of certain aircraft faults, like the Boeing 777 fuel icing problem, there is evidence suggesting that a platform approach using an Integrated Vehicle Health Management (IVHM) system could have helped detect faults and their interaction effects earlier, before they became catastrophic. This paper reviews aircraft health management from the aircraft maintenance point of view. It emphasizes the potential of a platform solution to diagnose faults, and their interaction effects, at an early stage. The paper conducts a thorough analysis of existing literature concerning maintenance and its evolution, delves into the application of Artificial Intelligence (AI) techniques in maintenance, explains the rationale behind their employment, and illustrates how AI implementation can enhance fault detection using platform sensor data. Further, it discusses how computational severity and criticality indexes (health indexes) can potentially be complementary to the use of AI for the provision of maintenance information on aircraft components, for assisting operational decisions.
... This means that the decision for such a particular prevention is taken by the administrator separately for each facility, depending on the individual characteristics associated with its use. In practice, it should be based on a comprehensive costbenefit analysis, covering the stochastic nature of climate-related events together with a determination of the probability of undesirable phenomena and the magnitude of their impact on the road [22]. It should be emphasised that understanding the costs and benefits of taking precautionary measures plays a key role in road infrastructure management, as it brings longterm economic benefits. ...
... It should be emphasised that understanding the costs and benefits of taking precautionary measures plays a key role in road infrastructure management, as it brings longterm economic benefits. Pavement preservation activities require a customer-oriented approach and should ensure that the level of service provided is appropriate and cost-effective [7,22]. ...
This paper presents the results of research conducted among 100 local government units performing the duties of road network administrators, i.e., administrators of municipal roads (AMR), county roads (ACR) and those operating within the boundaries of cities with county rights (ACCR). The aim of the research was to identify and assess management problems related to the implementation of statutory measures related to the protection and development of respective road networks. A hypothesis was formulated about the existence of statistically significant differences between the AMR, ACR and ACCR groups, which was verified by quantitative analysis of the data obtained from the online survey. They were analysed and interpreted using the SPSS package and using measures of descriptive statistics, the correlation coefficient and the Kruskal–Wallis test by ranks. The results of the study indicate that the difficulties of providing and maintaining an efficient road network pavement, as well as the challenges of developing draft financing plans for the construction, reconstruction, and rehabilitation of the road network, are currently the main points of focus for all road administrators. The lack of statistical significance of intergroup differences was observed in the vast majority of measurements. The exceptions to this were the differences that occurred in the total number of difficulties reported, which were greater among the members of AMR and ACR than ACCR, as well as the differences related to the implementation of measures undertaken for the maintenance of roadside greenery, which were more onerous for ACR.
... This means that the decision for such a particular prevention is taken by the administrator separately for each facility, depending on the individual characteristics associated with its use. In practice, it should be based on a comprehensive costbenefit analysis, covering the stochastic nature of climate-related events together with a determination of the probability of undesirable phenomena and the magnitude of their impact on the road [22]. It should be emphasised that understanding the costs and benefits of taking precautionary measures plays a key role in road infrastructure management, as it brings longterm economic benefits. ...
... It should be emphasised that understanding the costs and benefits of taking precautionary measures plays a key role in road infrastructure management, as it brings longterm economic benefits. Pavement preservation activities require a customer-oriented approach and should ensure that the level of service provided is appropriate and cost-effective [7,22]. ...
This paper presents the results of research conducted among 100 local government units performing the duties of road network administrators, i.e., administrators of municipal roads (AMR), county roads (ACR) and those operating within the boundaries of cities with county rights (ACCR). The aim of the research was to identify and assess management problems related to the implementation of statutory measures related to the protection and development of respective road networks. A hypothesis was formulated about the existence of statistically significant differences between the AMR, ACR and ACCR groups, which was verified by quantitative analysis of the data obtained from the online survey. They were analysed and interpreted using the SPSS package and using measures of descriptive statistics, the correlation coefficient and the Kruskal–Wallis test by ranks. The results of the study indicate that the difficulties of providing and maintaining an efficient road network pavement, as well as the challenges of developing draft financing plans for the construction, reconstruction, and rehabilitation of the road network, are currently the main points of focus for all road administrators. The lack of statistical significance of intergroup differences was observed in the vast majority of measurements. The exceptions to this were the differences that occurred in the total number of difficulties reported, which were greater among the members of AMR and ACR than ACCR, as well as the differences related to the implementation of measures undertaken for the maintenance of roadside greenery, which were more onerous for ACR.
... Short plan for experienced impacts, e.g., crop and livestock yield, price fluctuations, market fluctuations in food and input prices, Annual plan/short plan for existing stimuli, Seasonal plan in the year [117,136,137] Risk assessment of future climate change impacts ...
We explored the proactive responses of local communities against locally experienced climate change impacts and anticipated threats. This study interviewed 124 rural households from three community forestry user groups representing three ecological regions of Nepal using a semi-structured questionnaire. The study used eight criteria to distinguish the proactive nature of adaptation. Both qualitative and quantitative methods were used to analyze data, including the use of a chi-square (χ2) test to determine the proactive measures and their association with livelihood options and the ordered logistic regression model to explain determining factors of choosing proactive adaptations. The results indicate that 83.9% of households adapted both proactive and reactive measures, while 10.5% applied solely reactive adaptation and 5.6% were earmarked only for proactive adaptation measures. Over 50 different proactive adaptation measures were implemented by the households. The measures were significantly associated with agricultural diversification, cash crop cultivation, livestock raising, small-scale enterprise development, and disaster control. Socio-economic and spatial factors such as a household’s wellbeing, land holding size, geographical location, livelihood options, and the number of adaptation measures implemented by households were found to be decisive factors in choosing proactive adaptation. The study concludes that local people in Nepal are not only aware of escalating climate risks but also engage their cognition and knowledge proactively to adapt locally. The results suggest that even small proactive initiatives by households can offer multiple benefits against climate risks as an architect of individuals. Therefore, adopting a trans-disciplinary approach and nurturing local proactive actions in strategic connectivity between environmental, political, and societal functions is pivotal, which primarily takes a step to drive expediently successful climate change policy and strategy implementation. The findings of this study offer valuable insights into policy and strategy planning for the unsolicited consequences of climate change and highlight the importance of understanding the perspective of local communities in adaptation planning and implementation.
... thermal cracking) [55]. As pavement performance can be impacted by climate change (Output 1: arrow 'f' in Figure 1), maintenance decision-making may need to adapt to the changes as a consequence (Output 2: arrow 'g' in Figure 1) [56]. For example, more (or less) "intensive" maintenance (e.g. ...
Flexible pavements and climate are interactive. Pavements are climate sensitive infrastructure, where climate can impact their deterioration rate, subsequent maintenance, and life-cycle costs. Meanwhile, climate mitigation measures are urgently needed to reduce the environmental impacts of pavements and related transportation on the macroclimate and microclimate. Current pavement design and life cycle management practices may need to be modified to adapt to changing climates and to reduce environmental impacts. This paper reports an extensive literature search on qualitative and quantitative pavement research related to climate change in recent years. The topics cover climate stressors, sensitivity of pavement performance to climatic factors, impacts of climate change on pavement systems, and, most importantly, discussions of climate change adaptation, mitigation, and their interactions. This paper is useful for those who aim to understand or research the climate resilience of flexible pavements.
The loss of bearing capacity of the subsoil or unbound layers frequently leads to accelerated deterioration of the road pavement and the formation of extensive damage. The development of reliable methods of monitoring the behavior of road pavement structures at various depths, including unbound layers, is currently one of the challenges which people involved in the road infrastructure maintenance face. Accordingly, the paper presents original research on the application of distributed optical fiber sensors (DOFS) to perform horizontal strain measurements in a two-layer system composed of medium sand and 0/31.5 mm grain size dolomite aggregate. Such prepared two-layer structure can successfully form the lower layers of road pavement structure. The research program consisted of two static loading measurement series of two-layer system under a circular plate load with a simultaneous measurement of displacements and horizontal strains. Based on the obtained experimental results, a numerical analysis was performed. It was noticed that the location of DOFS in unbound layers depends on the depth of their installation in relation to the loaded surface. Moreover, it was observed that in the granular medium there occur some disturbances in strains distribution in the zone near the edge of the loading plate. The results of the research show that the use of this type of sensors in unbound granular layers in a traffic-loaded pavement creates great opportunities for analyzing the distribution of actual strains in the pavement layers and in the subsoil, which may also result in a more effective assessment of fatigue life of road pavements.
Road asset management (RAM) is a systematic approach to maintain road network at sufficient functionality level in order to provide desirable level of services. Various strategies can be implemented within RAM but only proactive strategy ensures sustainable, optimal, and cost-effective decisions. One of the variations of the proactive strategy is reliability-centered maintenance (RCM). Integral part of the RCM framework are so called P-F curves that allow to knowingly consider the potential failure and loss of functionality of road asset. While this is not entirely new concept as comparing to models used for pavement performance, P-F curves emphasize critical stages of the development of pavement damage and concurrent continuous increase in probability of functional failure. This paper discusses several aspects of different strategies in maintenance management and associated deterioration models together with P-F curves highlighting the need for continuous improvement of processes involved in decision-making as well as verification of effectiveness and efficiency of actions applied onto road network.
