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dc.contributor.authorTitus-Glover, Leslie
dc.contributor.authorVon Quintus, Harold L.
dc.contributor.authorSmith, Kelly L.
dc.contributor.authorStanley, M.
dc.contributor.authorRao, S.
dc.date.accessioned2011-06-22T15:34:31Z
dc.date.available2011-06-22T15:34:31Z
dc.date.issued2006-08
dc.identifier.otherOCLC: 71212846en
dc.identifier.otherTRID: 01033127en
dc.identifier.urihttp://digital.library.wisc.edu/1793/53454
dc.description116 p.en
dc.description.abstractThe objective of this research project was to provide a comparative cost analysis of pavements constructed using stone matrix asphalt (SMA) mixtures versus those built with Wisconsin Department of Transportation's (WisDOT?s) conventional hot-mix asphalt (HMA) mixtures, based on parallel life-cycles (inclusive of any required maintenance) and resultant performance. The research entailed a thorough evaluation of SMA and conventional HMA mixture performance on Wisconsin highways, collection and review of SMA and conventional HMA unit costs, and full-scale life-cycle costing to determine the cost-effectiveness of SMA pavements. Performance analysis, consisting of Pavement Distress Index (PDI) and International Roughness Index (IRI) threshold-based life projections combined with survival analysis techniques, resulted in SMA and HMA overlay service life estimates when placed on three groups of like pavements: (1) low-volume asphalt pavements on U.S./State routes, (2) high-volume jointed reinforced concrete (JRC) pavements on Interstate/U.S. routes, and (3) moderate-volume JRC pavements on U.S./State routes. Based on the results of the performance analysis, pavement life-cycle models were developed for SMA and HMA overlays corresponding to each group. Using the life-cycle models and historical-based best estimates of pay item unit costs, deterministic and probabilistic life-cycle cost analyses (LCCAs) were conducted. For group 1 overlay applications, SMA was found to be more cost-effective than conventional HMA, leading to the recommendation that SMA mixture use under this scenario be considered on a case-by-case basis. For group 2 and 3 overlay applications, the reverse was observed, with HMA found to be more cost-effective. However, a similar recommendation for SMA use under these scenarios was given, based on indications that the SMA overlays examined in the study were placed on rougher (possibly more deteriorated) pavements.en
dc.publisherWisconsin Highway Research Programen
dc.relation.ispartofseriesWHRP;06-11
dc.subjectCost effectivenessen
dc.subjectHot mix paving mixturesen
dc.subjectAsphalt pavementsen
dc.subjectConcrete pavementsen
dc.subjectWisconsinen
dc.subjectPavement performanceen
dc.subjectUnit costsen
dc.subjectOverlays (Pavements)en
dc.subjectLife cycle costingen
dc.subjectPavement distressen
dc.subjectStone matrix asphalten
dc.subjectService lifeen
dc.titleLife-cycle cost analysis of SMA pavements and SMA application guidelinesen
dc.typeTechnical Reporten


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  • Wisconsin Highway Research Program
    The Wisconsin Highway Research Program is intended to integrate the highway research efforts of the Wisconsin Department of Transportation, academia, and industry representatives to strategically improve Wisconsin’s highways and transportation system.

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