AP-T77/07

AUSTROADS TECHNICAL REPORT

Service Life of Pavements: Context, Review and Definition of Terms

Service Life of Pavements: Context, Review and Definition of Terms

Service Life of Pavements: Context, Review and Definition of Terms First Published 2007

Austroads Inc. 2007 This work is copyright. Apart from any use as permitted under the Copyright Act 1968, no part may be reproduced by any process without the prior written permission of Austroads.

Service Life of Pavements: Context, Review and Definition of Terms ISBN 978-1-921329-00-5

Austroads Project No: AT1169 Austroads Publication No: AP-T77/07

Project Manager Bob Peters, MR WA Prepared by Tim Martin and Michael Moffatt, ARRB Group

Published by Austroads Incorporated Level 9 Robell House 287 Elizabeth Street Sydney NSW 2000 Australia Phone: +61 2 9264 7088 Fax: +61 2 9264 1657 Email: austroads@austroads.com.au
www.austroads.com.au

Austroads believes this publication to be correct at the time of printing and does not accept responsibility for any consequences arising from the use of information herein. Readers should rely on their own skill and judgement to apply information to particular issues.

Service Life of Pavements: Context, Review and Definition of Terms

Sydney 2007

Austroads profile
Austroads is the association of Australian and New Zealand road transport and traffic authorities whose purpose is to contribute to the achievement of improved Australian and New Zealand road transport outcomes by:

undertaking nationally strategic research on behalf of Australasian road agencies and communicating outcomes promoting improved practice by Australasian road agencies facilitating collaboration between road agencies to avoid duplication promoting harmonisation, consistency and uniformity in road and related operations providing expert advice to the Australian Transport Council (ATC) and the Standing Committee on Transport (SCOT).

Austroads membership
Austroads membership comprises the six state and two territory road transport and traffic authorities and the Commonwealth Department of Transport and Regional Services in Australia, the Australian Local Government Association and Transit New Zealand. It is governed by a council consisting of the chief executive officer (or an alternative senior executive officer) of each of its eleven member organisations:

Roads and Traffic Authority New South Wales Roads Corporation Victoria Department of Main Roads Queensland Main Roads Western Australia Department for Transport, Energy and Infrastructure South Australia Department of Infrastructure, Energy and Resources Tasmania Department of Planning and Infrastructure Northern Territory ACT Department of Territory and Municipal Services Australian Department of Transport and Regional Services Australian Local Government Association Transit New Zealand

The success of Austroads is derived from the collaboration of member organisations and others in the road industry. It aims to be the Australasian leader in providing high quality information, advice and fostering research in the road sector.

Service Life of Pavements: Context, Review and Definition of Terms

SUMMARY
This project is aimed at improving the understanding of the concept of remaining service life as it applies to road pavements by developing the following:

uniform definitions of the key terms such as; design life, service life, remaining service life (RSL), economic life, designated level of service and threshold distress values and other associated terms an approach which will allow the service life of pavements to be accurately estimated by predicting the time for the asset to progress from one condition state to another.

The project is focussed on the following aspects:

a definition of terms document restricting estimation of the RSL to the next intervention by rehabilitation or replacement including asset valuation with RSL and clearly integrating RSL with both the accounting and engineering aspects the issues that influence the estimation of RSL, including structural capacity, functional and safety requirements the development of key performance indicators (KPIs) for pavement management purposes based on current conditions.

This report develops a broad overview of the RSL topic so that its applications and benefits are understood as well as the inter-relationships between key RSL terms. The following key definitions are proposed for review and discussion in this context:

design life service life requisite or functional life operational life economic life threshold distress values

designated level of service maintenance maximum service life (MSL) rehabilitation reconstruction.

Estimation of the various definitions of service life depends on resolving the following:

deciding what forms of distress are relevant to limiting the designated level of service of the pavement assigning threshold values of distress beyond which the pavement is considered to have exceeded the designated level of service of the pavement estimating the current, future and optimistic rates of deterioration for each form of distress that is considered relevant in estimating the service life of pavements and maintenance treatments.

The above factors are a combination of technical and policy issues and must be resolved within the road agency responsible for managing the pavement assets. Consequently, estimation of service life is not a precise process but it can be improved by rigorous observation of pavement deterioration of the various road types that comprise the road network. Also required is a clear understanding of relevant pavement distresses and their threshold limits, beyond which the pavement performance becomes unpredictable or has exceeded its designated level of service.

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Service Life of Pavements: Context, Review and Definition of Terms

CONTENTS
1 1.1 1.2 1.3 2 2.1 2.2 2.3 2.4 3 3.1 3.2 INTRODUCTION ................................................................................................................... 1 Context and aims................................................................................................................... 1 Background............................................................................................................................ 1 Document format ................................................................................................................... 2 BROAD OVERVIEW OF REMAINING SERVICE LIFE (RSL) ............................................. 3 Scope of definitions ............................................................................................................... 3 Asset valuation ...................................................................................................................... 3 Influences on estimating RSL ................................................................................................ 4 Developing key performance indicators................................................................................. 4 DEFINITION OF KEY RSL TERMS ...................................................................................... 5 Pavement age and traffic loading .......................................................................................... 5 Threshold distress values and levels of service .................................................................... 5 3.2.1 Background.............................................................................................................. 5 3.2.2 Proposed terminology.............................................................................................. 6 Design life .............................................................................................................................. 6 3.3.1 Background.............................................................................................................. 6 3.3.2 Proposed terminology.............................................................................................. 7 Service life (related to distress) ............................................................................................. 8 3.4.1 Background.............................................................................................................. 8 3.4.2 Proposed terminology............................................................................................ 10 Requisite life (related to non-distress issues) ...................................................................... 11 3.5.1 Background............................................................................................................ 11 3.5.2 Proposed terminology............................................................................................ 12 Operational life..................................................................................................................... 13 3.6.1 Background............................................................................................................ 13 3.6.2 Proposed terminology............................................................................................ 13 Economic life ....................................................................................................................... 14 3.7.1 Background............................................................................................................ 14 3.7.2 Proposed terminology............................................................................................ 15 Other definitions................................................................................................................... 15 SUMMARY .......................................................................................................................... 16 Definitions ............................................................................................................................ 16 Estimation of service life ...................................................................................................... 16 DEFINITIONS ASSOCIATED WITH REMAINING SERVICE LIFE ............... 17 EFFECT OF SUBGRADE CBR CHANGES ON DESIGN LIFE..................... 22 OTHER DEFINITIONS ASSOCIATED WITH REMAINING SERVICE LIFE.. 23

3.3

3.4

3.5

3.6

3.7

3.8 4 4.1 4.2

REFERENCES ............................................................................................................................. 17 APPENDIX A APPENDIX B APPENDIX C

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Service Life of Pavements: Context, Review and Definition of Terms

FIGURES
Figure 3.1: Design life .................................................................................................................... 7 Figure 3.2: Service life ................................................................................................................. 10 Figure 3.3: Requisite or functional life.......................................................................................... 12 Figure 3.4: Economic life ............................................................................................................. 14

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Service Life of Pavements: Context, Review and Definition of Terms

INTRODUCTION

1.1 Context and Aims

This project is aimed at improving understanding of the concept of remaining service life as it applies to road pavements by developing the following:

uniform definitions of the key terms such as: design life, service life, remaining service life (RSL), economic life, level of service and threshold distress values and other associated terms an approach which will allow the service life of pavements to be accurately estimated by estimating the time for the asset to progress from one condition state to another.

Estimates of RSL for pavements are useful for the following reasons:

to improve the estimation of depreciation for asset valuation purposes that can be applied at project level and aggregated to the network level for reporting to estimate the programming and budgeting requirements for major intervention works such as rehabilitation and reconstruction at a network level to provide the basis for a key performance indicator (KPI) that is mainly concerned with the structural life of flexible pavements in a contractual or asset management context. The KPI may or may not be integral for the above estimations.

1.2 Background
This project originated from an earlier Austroads project, BS.AN.009 Remaining life of infrastructure assets: an overview, which was completed in 2002 with a report by Robinson et al. (2003) which subsequently became an Austroads (2003) publication. The current project commenced with a workshop held with representatives of Austroads member authorities (MAs) and ARRB on 21 July 2005 (Moffatt and Sharp 2005) at ARRB to define the needs and issues which should be within the scope of the project and to identify other needs and issues which should be excluded from the project. The approach to be followed after the first year of the project was also discussed. It was agreed at the workshop that the project should focus on the following issues:

development of a definition of terms document the RSL should be restricted in its estimation to the next intervention by rehabilitation or replacement asset valuation needs to be considered with RSL as there is a clear interrelationship between accounting, corporate planning and engineering aspects the issues that influence the estimation of RSL, including structural capacity, functional and safety requirements the development of KPIs for asset management purposes based on current conditions.

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Service Life of Pavements: Context, Review and Definition of Terms

The first aim of this report is to develop a broad overview of the RSL topic so that its applications and benefits are well understood as well as the inter-relationships between key RSL terms. The second aim is to provide definitions of key terms such as:

remaining service life service life design life economic life designated level of service threshold distress values.

1.3 Document Format

A broad overview of the possible applications for remaining service life calculations is provided in Section 2. Comprising the majority of the document, Section 3 provides definitions of terms, and associated background discussions. A summary listing of all the terms defined is contained in Appendix A.

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Service Life of Pavements: Context, Review and Definition of Terms

BROAD OVERVIEW OF REMAINING SERVICE LIFE (RSL)

2.1 Scope of Definitions

Section 1.2 noted that the estimation of RSL should be restricted to the next major intervention that is either rehabilitation or replacement. This is understood to be the usual practice in Australasia where pavement life is considered to cease with either rehabilitation or replacement activities which reset the pavement age to zero. In reality functional pavement life can be considered to be either substantially extended or renewed by major maintenance intervention, rehabilitation and reconstruction activities. Unlike resurfacing activities, maintenance/rehabilitation/reconstruction activities have not underpinned the assumed asset lives established via the depreciation policy of some road agencies. Interestingly, North American practice for the design life of some pavements allows for a number of rehabilitations (Garcia-Diaz and Allison 1984) and the interval between rehabilitations and/or replacement is regarded as the service life. The RSL and other associated definitions in this report are confined to the next intervention by either rehabilitation or replacement. However, there are other maintenance interventions that occur before either rehabilitation or replacement, such as surface corrections and thin overlays that could be considered to extend the RSL by reducing the subsequent deterioration towards a limiting threshold value of distress that underpins the assumed asset lives established via the depreciation policy of the road agency. These maintenance interventions are often categorised as recurrent costs rather than capital works costs. The definition of RSL (see Section 3.4.2) can also be restricted to being the shortest time interval between current conditions and the threshold distress value. This suggests that there may need to be two possible definitions of RSL; one for the shortest time interval to any designated threshold distress value, and one for the time taken for the current condition to reach rehabilitation and/or replacement. Related to the above definition of RSL is the distinctly different term, remaining surface life, which is confined to the age of the pavement surfacing and the estimation of the number of years this surfacing is expected to provide an adequate level of service prior to resurfacing.

2.2 Asset Valuation

Asset valuation is seen as useful information for reporting the financial state of the road infrastructure and because it has implications for the current condition of the infrastructure. Accounting practice typically bases asset valuation on the age of the asset relative to the prescribed life of the asset in the road agencys depreciation policy; however, some MAs are considering condition based asset valuations approaches (Austroads 2000). Dowling (2004) notes that the Department of Main Roads, Queensland has linked asset condition and valuation to the traffic loading (expressed in terms of Equivalent Standard Axles, ESA) and not simply to age. Current directions for local government asset valuation practice (LGV 2006) recommend using a condition based approach to determine remaining service life only when the asset is approaching the nominated end of its life when signs of excessive distress become evident.

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Service Life of Pavements: Context, Review and Definition of Terms

The RSL concept could be a convenient means of linking age and condition based asset valuation because current and threshold distress conditions are used in estimating the RSL in years (see Section 3.2). The RSL could be revised annually based on both current conditions and current deterioration rates. However, this implies that by varying the estimated remaining service life of roads the asset could have a variable economic life which is contrary to the notionally fixed economic life approach used in accounting practice.

2.3 Influences on Estimating RSL

As discussed in Section 3.4.2, estimating RSL depends on at least the following factors:

deciding what forms of distress are relevant to limiting the designated level of service of the pavement assigning threshold values of distress beyond which the pavement is considered not to meet the designated level of service requirements estimating the current and future rates of deterioration for each form of distress that is considered relevant.

The above factors are a combination of technical and policy issues and must be resolved within the road agency responsible for managing the pavement assets. Consequently, estimation of the RSL is not a precise process but it can be improved by rigorous observation of pavement deterioration of the various road types that comprise the road network. Also needed is a clear understanding of relevant pavement distresses and the distress limits beyond which the pavement is considered to be either at high risk from rapid structural failure or does not provide the designated level of service.

2.4 Developing Key Performance Indicators

As noted in Section 1.1, the development of KPIs is considered a potential outcome of estimating the RSL of pavements. There is a definite connection between KPIs and relevant pavement distress threshold values beyond which the pavement is considered to not provide the designated levels of service. This connection assumes that the KPIs are a subset of the threshold distress values. There is also a need to consider the risks associated with exceeding the distress threshold values so that the consequences and their assigned probabilities are recognised and taken into account if it is not always possible to limit the distresses to threshold values. In an asset management context the KPIs need to be set before unacceptable conditions are reached so that appropriate intervention can be undertaken. The KPIs may also be measures other than limiting distress values. These KPIs could be performance based such as the rate of distress increase (i.e. deterioration of condition) which is strongly connected to the estimation of RSL.

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Service Life of Pavements: Context, Review and Definition of Terms

DEFINITION OF KEY RSL TERMS

3.1 Pavement Age and Traffic Loading

As pavement management decisions, economic optimisations, and works programs are concerned primarily with when problems will arise or works will be undertaken, it is common practice to express the life of an asset in units of years. There is a danger, however, that such terminology can obscure the fact that the structural capacity of a pavement is consumed by the application of traffic (usually expressed in terms of equivalent standard axles, ESA, or heavy vehicle axle groups, HVAGs) in conjunction with environmental effects such as seasonal weather variations, temperature, the movement of moisture and the passage of time. Most structural design and deterioration modelling approaches describe capacity, and therefore ultimate life where there is no structural capacity to sustain further traffic loading, and then translate this loading into units of elapsed time. These translations are based on a series of assumptions relating to the composition of the traffic fleets (e.g. axle load limits, percentage of different axle types within the traffic fleet, etc.). Whilst changes in the predicted traffic mix, without increasing axle load masses, may affect the rate at which a pavement is subjected to loads, these changes will not affect the load bearing capacity of the pavement itself. Only the period of time over which this capacity is consumed is effected. Potential future changes to vehicle access, traffic spectrum, tyre technology, axle configurations and axle mass limits, are expected to lead road infrastructure managers to frequently re-assess the time periods over which they expect the capacity of their pavements to be consumed because these changes impact on the structural and functional performance of the pavement. Knowing the life of a pavement expressed in units of years, and making assumptions about the traffic loading, enables the life of the pavement to also be expressed in terms of ESA, and vice versa. Various components of the pavement management process are better suited to consideration of life in terms of years (e.g. net present value analysis) and similarly other components are better suited to using units of ESA (e.g. deterioration modelling). Consequently, most of the concepts and terms following are expressed both in terms of elapsed time (in units of years) and in terms of traffic (in units of ESAs). Following traditional use by pavement managers, the term life has been exclusively used in relation to elapsed or predicted time. The term traffic is used in relation to the loading applied to pavements, and it is expressed in units of ESAs. Unless otherwise indicated, traffic is cumulative, representing the sum of traffic in a given period of time, rather than the annual current level of traffic.

3.2 Threshold Distress Values and Levels of Service

3.2.1 Background The critical issue here is the establishment of the threshold values that are considered to be inappropriate for each distress type or class of road. The process of establishing the threshold distress values is one presumably based on risk management, legal duty of care issues, community needs and interaction with budgetary processes. There may also need to be some form of community consultation to do some of this. The threshold values may also be those values beyond which it has been observed that deterioration tends to rapidly increase or become much more unpredictable.

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Service Life of Pavements: Context, Review and Definition of Terms

In the context of managing pavements, limits to the designated level of service could be seen as being represented by the threshold distress values, or contract service standards, beyond which pavement conditions are considered to warrant some form of maintenance or rehabilitation intervention on a given type or class of road. Generally, it would be expected that roads would be maintained and rehabilitated to ensure that they do not exceed their designated level of service during their service life. 3.2.2 Proposed Terminology

The following terminology is proposed: Threshold distress values: Measures of pavement condition that are designated as the maximum distress for each distress type beyond which pavement deterioration tends to rapidly increase on a given type or class of road without the imposition of constraints on road users such as load or speed limits Designated level of service: The level of service for a given type or class of road within the designated service requirements based on road user needs for access and levels of pavement condition appropriate to the designated function of the pavement

3.3 Design Life

3.3.1 Background In Australasia, pavement design (Austroads 2004a) is conducted using an empirical or mechanistic method for granular pavements with thin bituminous surfacings (e.g. spray seals), and a mechanistic method for pavement structures containing bound materials (e.g. asphalt and cement treated materials). The aim of the design process is to enable budgeting and planning of maintenance and rehabilitation systems over a selected design period and to allow comparisons of various design options on a total life cycle cost basis rather than an initial cost basis. A similar process is used for the design of structural rehabilitation treatments (Austroads 2004b). A separate mechanistically based method is used for the design of concrete pavements. This document focuses largely on flexible pavements, although the principles discussed are equally applicable to concrete pavements. The distress criteria used in the pavement design processes are related to the structural performance of the pavement, although damage to the pavement from environmental causes, such as temperature and rainfall are considered indirectly through limiting material strength values. The processes of selection and specification of pavement materials are used to ensure that suitable materials are used. Both the empirical and mechanistic design processes determine the pavement structure (i.e. thicknesses of given materials) placed over a subgrade (the strength of which is characterised by its California Bearing Ratio, CBR) and subjected to an estimated design traffic load. As the design processes are structural in nature, they consider that a pavement capacity is consumed as loads are applied and not simply by the passage of time. A pavement that receives no loading during a given period is considered to have experienced no reduction in capacity over that period.

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Service Life of Pavements: Context, Review and Definition of Terms

The design methods consider that a pavement has reached the end of its design life when the pavement exhibits a 25 mm rut at the surface or when fatigue cracking occurs in bound materials. The design methods aim to ensure that these design stress values are not reached within the design period. Importantly, the design methods do not provide any guidance as to the rate of development of in-service rutting or cracking. Therefore, the pavement design process can only place two points in time as follows:

pavement distress is zero at opening to traffic pavement distress has reached the design process failure criteria at the end of the design period.

This is shown schematically in Figure 3.1.

Distress

design distress

design life

Life (years)

Figure 3.1: Design life relationship to distress

3.3.2

Proposed Terminology

The following terminology is proposed: Design traffic: The cumulative traffic load, expressed in terms of the number of equivalent standard axles (ESA), predicted to use a road over the design life of the pavement. Design life: The number of years for which the pavement is being designed. Design period: Same as design life. Design distress: One or more distress values used by the pavement design process that ensures that the design distress is not reached before the cumulative traffic load has reached the design traffic.

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Service Life of Pavements: Context, Review and Definition of Terms

3.4 Service Life (Related to Distress)

3.4.1 Background In the context of structures (Byers et al. 1997), pavement design and asset management (Bayley and Kinder 1984, Scullion 1988, Shoukry et al. 1996, Al Hakim et al. 1996, Loizos and Fatseas 1997, Zaghloul et al. 1998, St-Laurent and Prophete 2002, Stidger 2002) it is often understood that the remaining service life is limited simply by the assets structural capacity to withstand the current and future loadings prior to failure. Others, however, have taken a different view to defining the limit of useful life considering both structural and functional limits (Vepa et al. 1996, Flintsch et al. 1997). The functional life limits are often roughness values (Williams 1990, Sullivan and Scott 1990) or a weighted surface distress or condition index value (Baladi et al. 1992, Garcia-Diaz and Allison 1984). This is the approach proposed by this document. The above approaches are reconcilable. Surface distresses such as roughness, rutting and skid resistance correlate well with road user expectations. However, surface distresses do not necessarily provide guidance on the risks to road user levels of service arising from structural fatigue of the pavement. Indexes that mix these levels of service and risk aspects may provide misleading information depending on the weightings used which may not reflect the agencys corporate planning. An even broader view to defining the limit of useful life can be taken if potential functional obsolescence is considered where the pavement may be inadequate due to geometry, alignment, width and other broad functional reasons. This concept is explored in Section 3.5. Remaining service life could also be seen as the remaining useful life or remaining operational life defined by the minimum of the remaining service life, remaining requisite or functional life and remaining economic life. Again these alternative approaches can be reconciled. Various triggers may initiate reconstruction or rehabilitation, such as: 1. 2. 3. Existing limits on traffic capacity such as the number of lanes, urbanisation effects or alignment (remaining functional life) Road safety initiatives to improve engineering features such as width, shape, configuration, layout of intersections and alignment (remaining service life) Whole of life financial analysis of agency costs, whole of life micro-economic analysis of user and agency costs and whole of life macro-economic analysis that includes the broader benefits from freight productivity, economic development, and land use (remaining economic life).

Each of the above triggers can have separate threshold values of capacity, distress and cost. The term total useful life is being proposed for local government use in reporting current replacement cost and the depreciated replacement cost. In this instance the total useful life is the actual life between construction or last renewal and the latest rehabilitation or renewal (LGV 2006). Ultimately, the useful life is to be determined by councils taking into consideration other priorities, including risk, cost and service level implications.

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Service Life of Pavements: Context, Review and Definition of Terms

Defining the limits of various forms of distress and distress index values, or threshold values, is a difficult process and one that is probably unique to each road agency (Baladi et al. 2004) due to the nature of pavement performance in a road network. The remaining life potentially depends on a number of threshold values; consequently there can be a number of estimates of remaining life. It is recommended, however, that the shortest number of years to reach predefined threshold values of distress be used rather than any weighted distress indices (Baladi et al. 1992). It is not uncommon for these threshold distress values to be different to the failure criteria (i.e. design distresses) used in the pavement design process. Some of the distress parameters used in the management process has not been included in the design process at all. By way of example, many Australasian asset management processes incorporate road roughness and yet the pavement design process does not consider roughness in any direct way at all. In schematic form, Figure 3.2 shows a threshold distress to be used for the management of pavements (dashed horizontal line with highest distress value). Whilst this is arbitrarily shown to be higher than the design distress (dashed horizontal line in the middle) it need not be in all cases, and in fact, as noted above, the threshold distresses may in fact differ in type entirely from those used in the design process. The dot with the lowest value of age in Figure 3.2 represents the current condition and loading to date of an in-service pavement. In order to estimate when the pavement will reach the threshold distress, some form of prediction model is needed (Novak and Kuo 1992a, Baladi et al. 1992, Kuo et al. 2001). For the sake of clarity this model is shown as a simple straight line, although it is unlikely that the distress would accumulate at such a constant rate. Due to a range of conservative assumptions made during the design process, it is not uncommon for pavements to outlast their original design lives (see Appendix B for an example). It is also not uncommon that some design assumptions are not well managed in practice and pavements may not achieve their design life, for example, the maintenance of roadside drainage, pavement crossfalls and re-surfacing treatments to water-proof the pavement. A distinction is made in the following definition of terms between a parameter and an estimation of that parameter. For example, the difference between the service life and the estimated service life is that the service life is the actual number of years achieved between the immediate post construction or rehabilitation/replacement condition to a predetermined threshold value of distress when the pavement is likely to exceed the threshold distress value. The estimated service life is an estimate made using the best available data at the time that the estimate is made. The service life could be considered as useful information for re-calibrating or adjusting the deterioration estimation process used for determining the estimated service life and estimated remaining service life. A special case of estimated service life is the initial estimated service life, which represents the estimation of the service life of the pavement using immediate post construction or rehabilitation/replacement data 1 . As the pavement ages, new assessments of the pavement condition may allow for refinement of the estimated service life calculation. The initial estimated service life, however, will remain unaltered by definition.

1 Some sources (Baladi et al. 1992, Novak and Kuo 1992a, CTC & Associates LLC 2004) use the term design to describe the life estimated from immediate post construction or rehabilitation/replacement condition (nominally zero age) to a predetermined threshold value of distress when the pavement no longer provides the designated level of service. This document, however, considers the design life of the pavement to be related solely to the pavement design process, which, as noted in Section 3.3.1, may not directly reflect the policy objectives of the pavement management processes.

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Service Life of Pavements: Context, Review and Definition of Terms

Distress

threshold distress

design distress

distress to date

age to date

design life

service life

Life (years)

Remaining service life

Figure 3.2: Service life

3.4.2

Proposed Terminology

The following terminology is proposed. Age to date: The number of years from the immediate post construction or rehabilitation/replacement of the pavement to a given date. Traffic to date: The cumulative traffic loading, expressed in ESA, from the immediate post construction or rehabilitation/replacement of the pavement to a given date. Distress to date: The distress that an in-service pavement exhibits at a given date. Service life: The number of years from the immediate post construction or rehabilitation/replacement condition to a predetermined threshold value of a range of distresses beyond which the pavement no longer meets its designated level of service. Service traffic: The cumulative traffic loading, expressed in ESA, from the immediate post construction or rehabilitation/replacement condition to a predetermined threshold value of a range of distresses beyond which the pavement no longer meets its designated level of service. Remaining service life: The shortest number of years from a given date to a predetermined threshold value of a range of distresses beyond which the pavement no longer meets its designated level of service.

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Service Life of Pavements: Context, Review and Definition of Terms

Remaining service life = service life age to date Remaining service traffic: The cumulative traffic loading, expressed in ESA, from a given date to a predetermined threshold value of a range of distresses beyond which the pavement no longer meets its designated level of service. Remaining service traffic = service traffic traffic to date Estimated service life: An estimation of the service life. Estimated service traffic: An estimation of the service traffic. Estimated remaining service life: An estimation of the remaining service life. Estimated remaining service traffic: An estimation of the remaining service traffic. Initial estimated remaining service life: An estimation of the remaining service life based on immediate post construction or rehabilitation/replacement condition data. Initial estimated remaining service traffic: An estimation of the remaining service traffic based on immediate post construction or rehabilitation/replacement condition data.

3.5 Requisite or Functional Life (Related to Non-distress Issues)

3.5.1 Background Pavements may be rehabilitated or replaced for reasons other than their structural or surface condition. Examples include:

inappropriate geometry for traffic volumes or vehicle types changes in road alignment premature rehabilitations conducted in connection with road widening or shoulder sealing.

There must, therefore, be either a specific traffic level or point in time at which rehabilitation or replacement of the current pavement configuration will occur regardless of the distress level exhibited by the pavement. This limiting road configuration threshold is shown as a vertical dashed line in Figure 3.3 to the left of the service life vertical dashed line limited by the threshold distress. Whilst in this figure the limiting road configuration threshold is seen to occur to at an age before the threshold distress for the pavement is reached, this is purely arbitrary. It is expected that in many cases threshold distress levels will be reached at an age before any non-distress related limiting road configuration or traffic level. In such cases the vertical dashed line for the limiting road configuration would occur to the right of the vertical dashed line limited by the threshold distress.

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Service Life of Pavements: Context, Review and Definition of Terms

The limiting threshold for requisite or functional life has been termed the road configuration threshold in order to indicate that it is a threshold on the configuration of the road itself, and not a threshold on the performance of the pavement. Therefore, the term requisite life, or functional life, has been selected to reflect that up to this threshold a pavement similar to that currently in service is required. Beyond that threshold the current pavement does not meet its designated level of service with respect to the road configuration, and a new pavement is required. In some cases, for example, such a limit will be a cap on the level of traffic that can occur before a road alignment is necessary due to a change in the functional class of the road. In other cases the limit reflects a known time at which works will be undertaken, for example as part of a larger works scheme. Using simple traffic growth equations (Austroads 2004a) a relationship between traffic level and time can be determined, thus allowing non-distress related limits to be plotted against either traffic (as shown in Figure 3.3) or time series.
Distress
road configuration threshold

threshold distress

design distress

distress to date

age to date

design life

requisite life

service life

Life (years)

Remaining service life Remaining requisite life

Figure 3.3: Requisite or functional life

3.5.2

Proposed Terminology

The following terminology is proposed. Road configuration threshold: A time or traffic level at which the current in-service pavement will be improved or replaced, regardless of its condition because it does not meet its designated level of service with respect to road configuration. Requisite, or functional, life: The number of years from the immediate post construction or rehabilitation/replacement condition to a predetermined date at which the pavement will be improved or replaced, regardless of its condition, because it has reached its road configuration threshold.

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Service Life of Pavements: Context, Review and Definition of Terms

Requisite traffic: The cumulative traffic loading, expressed in ESAs, from the immediate post construction or rehabilitation/replacement condition to a predetermined date at which the pavement will be improved or replaced, regardless of its condition, because it has reached its road configuration threshold. Remaining requisite, or functional, life: The number of years from a given date to a predetermined date at which the pavement will be improved or replaced, regardless of its condition, because it has reached its road configuration threshold. Remaining requisite life = requisite life age to date Remaining requisite traffic: The cumulative traffic loading, expressed in ESAs, from a given date to a predetermined date at which the pavement will be improved or replaced, regardless of its condition, because it has reached its road configuration threshold. Remaining requisite traffic = requisite traffic traffic to date

3.6 Operational Life

3.6.1 Background Whilst the concepts of remaining service life and remaining requisite, or functional, life will have uses in their own right, a combination of the two may be also needed to indicate the absolute expected life of a pavement irrespective of whether the end of that pavements life is determined by structural adequacy (as evidenced by distress) or non-distress related reasons. 3.6.2 Proposed Terminology

The following terminology is proposed. Remaining operational life: The lesser of the remaining service life and the remaining requisite, or functional, life. Remaining operational traffic: The lesser of the remaining service traffic and the remaining requisite traffic. Estimated remaining operational life: An estimate of the remaining operational life. Estimated remaining operational traffic: An estimate of the remaining operational traffic.

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Service Life of Pavements: Context, Review and Definition of Terms

3.7 Economic Life

3.7.1 Background There are many different ways of considering and estimating the economic life of a pavement. One possible definition is to consider the end of economic life to have been reached when the discounted time stream of additional road user costs associated with continuing to operate the current pavement compared to the road user costs associated with a rehabilitated pavement is greater than the discounted net agency costs of rehabilitating and maintaining the pavement. Alternatively, the economic life of a pavement is reached when the discounted user cost savings associated with using a rehabilitated pavement compared with the existing pavement, is greater than the discounted net agency costs of rehabilitating and maintaining the pavement. However, in many cases, particularly when considering low trafficked roads, the additional road user costs associated with operating the pavement may never exceed the net road agency costs at any stage of the pavements life and the pavement may exist primarily for access purposes, such as for a local road. It therefore may be more appropriate that economic life be based on the minimisation of life-cycle costs of the pavement, considering both the agency costs of maintenance, rehabilitation and the road user costs of vehicle operating costs, travel time, and accident costs to achieve a designated level of service. The ultimate limit to economic life may be when the pavements condition reaches a point where it is no longer acceptable for use. In this case the economic life is the same as the service life discussed in Section 3.4. However, for roads with high levels of commercial traffic, the economic life may be shorter than the service life in order to achieve minimum life cycle costs. In this case the economic life may be optimal; however, the pavement may not be replaced or rehabilitated because of budget limitations.
Distress
road configuration threshold

threshold distress

design distress

current distress

current age

design life

economic life

requisite life

service life

Life (years)

Remaining service life Remaining requisite life Remaining operational life = minimum of remaining service life and remaining requisite life Remaining economic life

Figure 3.4: Economic life

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Service Life of Pavements: Context, Review and Definition of Terms

3.7.2

Proposed Terminology

The following terminology is proposed. Economic life: The lesser of the following:

the estimated number of years from the immediate post construction or rehabilitation/replacement condition, which gives the minimum possible life cycle cost, in present value terms that account for the operational costs of maintenance, rehabilitation and road user costs to achieve a designated level of service the estimated number of years from the immediate post construction or rehabilitation/replacement condition to reach predetermined threshold values of relevant distresses beyond which the pavement no longer meets its designated level of service (i.e. the estimated service life).

3.8 Other Definitions

Appendix C details the definitions that are associated and subsidiary to the estimation of remaining service life, economic life and threshold distress values.

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Service Life of Pavements: Context, Review and Definition of Terms

SUMMARY

4.1 Definitions
Definitions of the following terms are proposed for review and discussion:

design life service life requisite life operational life economic life threshold distress values designated level of service.

In addition, definitions associated with the above were also proposed for:

maintenance, maximum service life (MSL) and maximum remaining service life (MRSL) rehabilitation reconstruction.

The complete list of definitions is contained in Appendix A.

4.2 Estimation of service life

Estimation of the various definitions of service life depends on resolving the following:

deciding what forms of distress are relevant to limiting the designated level of service of the pavement assigning threshold values of distress beyond which the pavement is considered to have exceeded the designated level of service of the pavement estimating the current, future and optimistic rates of deterioration for each form of distress that is considered relevant in estimating the service life of pavements and maintenance treatments.

The above factors are a combination of technical and policy issues and must be resolved within the road agency responsible for managing the pavement assets. Consequently, estimation of service life is not a precise process but it can be improved by rigorous observation of pavement deterioration of the various road types that comprise the road network. Also required is a clear understanding of relevant pavement distresses and their threshold limits, beyond which the pavement performance becomes unpredictable or has exceeded its designated level of service.

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Service Life of Pavements: Context, Review and Definition of Terms

REFERENCES
Al Hakim, B, Al Nageim, H & Pountney, D 1996, Reflection of interface condition modelling error on backcalculated moduli and pavement remaining life, Eurasphalt & Eurobitume Congress 1996, Strasbourg, France, Conference Secretariat, Strasbourg, France. Austroads 2000, Valuation of road infrastructure assets in Australia and New Zealand, AP-144, Austroads, Sydney, NSW. Austroads 2003, Remaining life of road infrastructure: an overview, AP-R235/03, Austroads, Sydney, NSW. Austroads 2004a, Pavement design: a guide to the structural design of road pavements, AP-G17/04, Austroads, Sydney, NSW. Austroads 2004b, Pavement rehabilitation: a guide to the design if rehabilitation treatments for road pavements, AP-G78/04, Austroads, Sydney, NSW. Austroads 2006, Pavement design for light traffic: a supplement to Austroads pavement design guide: a guide to the structural design of road pavements, AP-T36/06, Austroads, Sydney, NSW. Baladi, GY, Chatti, K & Buch N 2004, An excellent asset management tool: the remaining service life, Proceedings 6th International Conference on Managing Pavements, Queensland Department of Main Roads, Brisbane, Queensland Baladi, G, Noval, EC & Kuo, WH 1992, Pavement condition index remaining service life, ASTM STP 1121, Pavement Management Implementation, American Society for Testing and Materials, Philadelphia, PA, pp.63-90. Bayley, C & Kinder, DF 1984, The impact on road costs of increased transport of grain by road, ARRB Internal Report AIR 1129-1A, Australian Road Research Board, Vermont South, Vic. Byers, WG, Marley, MJ, Mohammadi, J, Nielson, R & Sarkani, S 1997, Fatigue reliability reassessment procedures: state-of-the-art paper, Journal of Structural Engineering, ASCE, vol.123, no.3, pp.271276. CTC & Associates LLC, 2004, Pavement service life- rev. 2, Transportation Synthesis Report, Wisconsin Department of Transportation, Wisconsin. Dowling, LB 2004, Valuation of road infrastructure: what does it mean?, Proceedings 6th International Conference on Managing Pavements, Queensland Department of Main Roads, Brisbane, Queensland Flintsch, GW, Zaniewski, JP & Delton, J 1997, Expert project recommendation procedure for ADOTs pavement management system, Arizona Transportation Research Centre, Arizona Department of Transportation, Phoenix, AZ. Garcia-Diaz, A & Allison, JT 1984, Estimating the remaining service life of flexible pavements, research report 325-1F, Texas Transport Institute, The Texas A&M University System College Station, Texas. Kuo, S-S, Hoffman, LL & Kong, F 2001, Flexible pavement performance prediction model on the basis of pavement condition data, Proceedings 20th ARRB Conference, ARRB Transport Research, Vermont South, Vic Local Government Victoria (LGV) 2006, Guidelines for measuring and reporting the condition of road assets, Local Government Victoria, Melbourne, Vic.

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Service Life of Pavements: Context, Review and Definition of Terms

Loizos, A & Fatseas J 1997, Performance based asphalt mix properties in relation to preventative pavement maintenance, 8th International Conference on Asphalt Pavements, Vol 2, International Society for Asphalt Pavements. Moffatt, M & Sharp, K 2005, Workshop report 21 July 2005: service life of pavements, Austroads working document for REAT1169, ARRB Transport Research, Vermont South, Vic. Novak, EC & Kuo, W-H 1992a, Role of pavement management system analysis in preservation program development, Transportation Research Record 1334, Transportation Research Board, Washington D.C., pp.1-8. Novak, EC & Kuo, W-H 1992b, Life-cycle cost versus network analysis, Transportation Research Record 1334, Transportation Research Board, Washington D.C., pp.66-74. Robinson, P, Clayton, B, Alderson, A & Sharp, K 2002, Remaining life of road infrastructure: an overview, ARRB Contract Report RC1643-1 for Austroads, ARRB Research, Vermont South, Vic. Scullion, T 1988, Incorporating a structural strength index into the Texas pavement evaluation system, research report 409-3F, Texas Transport Institute, The Texas A&M University System College Station, Texas. Shoukry, SN, Martinelli, DR & Selezneva, O 1996, Nondestructive evaluation of pavement layers using combined dynamic and acoustic testing technique, West Virginia University, Morgantown, West Virginia, USA. Stidger, RW 2002, Diagnosing problem pavements, Better Roads,vol.72, no.6, pp.27-33. St-Laurent, D & Prophete, F 2002, Mechanistic evaluation of the impact on flexible pavement of spring load restrictions, 2002 Annual Conference & Exhibition of the Transportation Association of Canada in Winnipeg, Manitoba, Canada, 20pp. Sullivan, T & Scott, R 1990, Strategic road network management an approach using roughness, 15th Australian Road Research Board Conference Proceedings, Part 3, Australian Road Research Board, Vermont South, Vic., pp.105-113. Vepa, TS, George, KP & Shekharan, AR 1996, Prediction of remaining pavement life, Transportation Research Record 1524, Transportation Research Board, Washington D.C. Williams, KJ 1990, Beef road to National Highway, 15th Australian Road Research Board Conference Proceedings, Part 3, Australian Road Research Board, Vermont South, Vic., pp.23-35. Zaghloul, S, He, Z, Vitillo, N & Kerr, JB 1998, Project scoping using Falling Weight Deflectometer testing: New Jersey experience, Transportation Research Record 1643, Transportation Research Board, Washington D.C.pp.34-43.

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Service Life of Pavements: Context, Review and Definition of Terms

APPENDIX A
Maintenance:

PROPOSED DEFINITIONS ASSOCIATED WITH REMAINING SERVICE LIFE

Activities directed to the preservation and repair of the pavement to at least retain its current condition and possibly extend its remaining service life Rehabilitation: Activities aimed at restoring the pavement to at least its original designated level of service, capacity or condition, including both safety and operational considerations Reconstruction: Removal and replacement of part or the entire pavement so that the reconstructed pavement has the same initial estimated service life that it originally had Threshold distress values: Measures of pavement condition that are designated as the maximum distress for each distress type beyond which pavement performance becomes unpredictable on a given type or class of road without the imposition of constraints on road users such as load or speed limits Designated level of service: The level of service for a given type or class of road within the designated service requirements based on road user needs for access and levels of pavement condition appropriate to the designated function of the pavement Design traffic: The cumulative traffic load, expressed in terms of the number of equivalent standard axles (ESAs), predicted to use a road over the design life of the pavement Design life: The number of years for which the pavement is being designed Design period: Same as design life Design distress: One or more failure criteria used by the pavement design process that ensures that the design distress is not reached before the cumulative traffic load has reached the design traffic Age to date: The number of years from the immediate post construction or rehabilitation/replacement of the pavement to a given date Traffic to date: The cumulative traffic loading, expressed in ESA, from the immediate post construction or rehabilitation/replacement of the pavement to a given date Distress to date: The distress that an in-service pavement exhibits at a given date

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Service Life of Pavements: Context, Review and Definition of Terms

Service life: The number of years from the immediate post construction or rehabilitation/replacement condition to a predetermined threshold value of a range of distresses beyond which the pavement no longer meets its designated level of service Service traffic: The cumulative traffic loading, expressed in ESAs, from the immediate post construction or rehabilitation/replacement condition to a predetermined threshold value of a range of distresses beyond which the pavement no longer meets its designated level of service Remaining service life: The shortest number of years from a given date to a predetermined threshold value of a range of distresses beyond which the pavement no longer meets its designated level of service Remaining service life = service life age to date Remaining service traffic: The cumulative traffic loading, expressed in ESAs, from a given date to a predetermined threshold value of a range of distresses beyond which the pavement no longer meets its designated level of service Remaining service traffic = service traffic traffic to date Estimated service life: An estimation of the service life Estimated service traffic: An estimation of the service traffic Estimated remaining service life: An estimation of the remaining service life Estimated remaining service traffic: An estimation of the remaining service traffic Initial estimated remaining service life: An estimation of the remaining service life based on immediate post construction or rehabilitation/replacement condition data Initial estimated remaining service traffic: An estimation of the remaining service traffic based on immediate post construction or rehabilitation/replacement condition data Road configuration threshold: A time or traffic level at which the current in-service pavement will be improved or replaced, regardless of its condition because it does not meet its designated level of service with respect to road configuration Requisite, or functional, life: The number of years from the immediate post construction or rehabilitation/replacement condition to a predetermined date at which the pavement will be improved or replaced, regardless of its condition, because it has reached its road configuration threshold

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Requisite traffic: The cumulative traffic loading, expressed in ESAs, from the immediate post construction or rehabilitation/replacement condition to a predetermined date at which the pavement will be improved or replaced, regardless of its condition, because it has reached its road configuration threshold Remaining requisite, or functional, life: The number of years from a given date to a predetermined date at which the pavement will be improved or replaced, regardless of its condition, because it has reached its road configuration threshold Remaining requisite life = requisite life age to date Remaining requisite traffic: The cumulative traffic loading, expressed in ESAs, from a given date to a predetermined date at which the pavement will be improved or replaced, regardless of its condition, because it has reached its road configuration threshold Remaining requisite traffic = requisite traffic traffic to date Remaining operational life: The lesser of the remaining service life and the remaining requisite, or functional, life Remaining operational traffic: The lesser of the remaining service traffic and the remaining requisite traffic Estimated remaining operational life: An estimate of the remaining operational life Estimated remaining operational traffic: An estimate of the remaining operational traffic Economic life: The lesser of the following:

the estimated number of years from the immediate post construction or rehabilitation/replacement condition, which gives the minimum possible life-cycle cost, in present value terms that account for the operational costs of maintenance, rehabilitation and road user costs to achieve a designated level of service the estimated number of years from the immediate post construction or rehabilitation/replacement condition to reach a predetermined threshold value of a range of distresses beyond which the pavement is no longer acceptable for use (i.e. the estimated service life).

Maximum service life (MSL): The estimated maximum number of years before the specified maintenance treatment needs renewal Maximum remaining service life (MRSL): The difference between the maximum service life (MSL) and the current age of the pavement.

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APPENDIX B

EFFECT OF SUBGRADE CBR CHANGES ON DESIGN LIFE

The pavement design process used for spray sealed granular pavements is particularly sensitive to the subgrade CBR assumed. Figure B.1 shows the variation in design life that the design process predicts would result from minor changes in the subgrade CBR. Assuming a design subgrade CBR of 5% and a design life of 30 years, pavement thickness was determined for each of five different traffic levels. After determining the pavement thickness for each traffic level, the subgrade CBR was altered and for each traffic level the resulting pavement lives determined and plotted. It can be seen that for all traffic levels a reduction of subgrade CBR of only 1% (i.e. from a CBR of 5% to 4%) results in more than halving the design life. Similarly an increase in subgrade CBR from 5% to 6% generally results in a doubling of pavement life to approximately 60 years. An increase in CBR of 2% further extends the design life, with the local street exhibiting a new pavement life in excess of 150 years. Figure B.1 indicates that pavement with in-service subgrade CBRs only slightly higher than the values assumed in the design process can be expected to outlast their design life by a considerable amount.

160 Reference pavement 30 year design life Subgrade CBR of 5% Source of traffic levels Austroads (2004a and 2006) 120 Traffic growth rates assumed Local roads: 1% All other roads: 4% Design life (years) 100
Monash Freeway, Greater Dandenong, VIC Minor with single lane traffic

140

Local access in industrial area

80

Princes Hwy, Batemans Bay, NSW Sturt Hwy, Truro, SA

60

40

20

0 2 3 4 5 Subgrade CBR (%) 6 7 8 9

Figure B.1: Effect of subgrade strength variations on design life

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Service Life of Pavements: Context, Review and Definition of Terms

APPENDIX C

OTHER DEFINITIONS ASSOCIATED WITH REMAINING SERVICE LIFE

The definitions outlined below include separate explanatory comments beneath each definition.

C.1 Maintenance
These are operations related to the preservation and repair of the asset to improve its condition and possibly extend its remaining service life. Preventative maintenance treatments can be considered to have a separate initial estimated service life (Novak and Kuo 1992b) in the context of a pavement management program or a maximum service life (Flintsch et al. 1997). Preventative maintenance treatments usually address surface defects. C.1.1 Maximum service life

The maximum service life is the estimated maximum number of years before the specified maintenance treatment needs renewal (from Flintsch et al. 1997). The term maximum service life (MSL) is limited to the estimated performance of maintenance treatments. Different MSLs can be defined for the same type of maintenance treatment on different road types (Flintsch et al. 1997). The MSL for the same type of treatment tends to be nominated as being lower for roads with higher functional status as shown in Table C.1.
Table C.1: Maintenance treatment service life statistics
Road type Freeway Maintenance treatment Reseal Thin overlay Medium overlay Thick overlay Arterials Reseal Thin overlay Medium overlay Thick overlay
Source: adapted from Flintsch et al. 1997

Average service life (years) 9 9 10 10 11 10 11 12

95th percentile (years) 17 17 17 16 23 23 22 22

Theoretical MSL (years) 18 18 18 18 23 23 23 23

C.1.2

Maximum remaining service life

The maximum remaining service life (MRSL) is the difference between the maximum service life (MSL) and the current age of the pavement (from Flintsch et al. 1997). The estimate of MRSL is dependent on the estimate of the MSL for a particular maintenance treatment. In some instances the computer estimated remaining service life may exceed the MRSL because the estimated remaining service life is based on current conditions and deterioration rates. If this is the case, the MRSL is assigned the same value as the computer estimated remaining service life. Figure C.1 shows the typical relationship between estimated remaining service life and MRSL.

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Service Life of Pavements: Context, Review and Definition of Terms

Distress
Maximum service life (MSL)

Predicted deterioration (optimistic)

Predicted deterioration Threshold distress value

Unacceptable condition

Acceptable condition Current age and condition

Estimated remaining service life

Maximum remaining service life (MRSL)

Life (years)

Figure C.1: Relationship between maximum remaining service life and estimated remaining service life

C.2 Rehabilitation
These are operations aimed at restoring the pavement to at least its original designated level of service, capacity or condition, including both safety considerations and operational improvements. Rehabilitation resets the pavement age to zero and addresses both surface and structural conditions with the aim of returning these conditions to close to their original condition immediately post construction. Significant rehabilitation may be aimed at increasing the structural and space capacity if there had been an increase in the traffic load and its volume.

C.3 Reconstruction
Reconstruction involves removal and replacement of part or the entire pavement so that the reconstructed pavement has the same initial estimated service life that it originally had. Reconstruction also resets the pavement age to zero and addresses both surface and structural conditions with the aim of returning these conditions to at least their original condition immediately post construction. Reconstruction usually occurs when the pavement may have become either obsolescent or there has been a significant increase in the traffic load and its volume that warrants reconstruction.

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INFORMATION RETRIEVAL

Austroads, 2007, Service Life of Pavements: Context, Review and Definition of Terms, Sydney, A4, 32pp, AP-T77/07 Keywords: estimated remaining service life, operational or useful life, economic life, designated level of service, design life, service life, threshold distress values, asset valuation Abstract: The project was aimed at providing an understanding of remaining service life as a concept and definitions of key terms such as design life, service life, remaining service life (RSL), designated level of service, and threshold distress values in the context where RSL is restricted to the next intervention by rehabilitation or replacement. The estimation of RSL was noted not to be a precise process but it could be improved by understanding the relevant pavement distresses beyond which the pavement exceeds its designated level of service and rigorous observation of the deterioration of various road types.