Abstract
The estimated service life of a pavement is determined by design criteria such as geological considerations, water table movements, structural variations, and existing circumstances such as traffic intensity, drainage, and climate. The analysis of deformations and other variables, which influencing the pavement life, is a difficult task since the events that cause them are unpredictable and random in nature. It is unavoidable yet; these variables have an impact on the quality standards of the road network, resulting in decreased in their usable life. As a result, in order to remedy difficulties, it is important to assess or diagnose the current pavement conditions, both structurally and functionally. As a result, the issue of pavement evaluation, which deals with the mentioned element, is critical for pavement management. The functional testing on road surfaces, as assessed by its strength and durability during its service life, is dependent on several subjective measures of its stiffness and roughness. Structural Evaluation of Pavements is required to measure the structural strength of various layers of pavement. It also helps in evaluating a pavement’s remaining life and the thickness of overlay necessary. In the current study, a maintenance priority index has been developed using functional and structural parameters and also, it has been compared with the already available maintenance priority tools.
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Annexure—Format of questionnaire survey
Annexure—Format of questionnaire survey
Format of Questionnaire survey for functional and structural parameters of pavement
Questionnaire | ||||||||||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
Relative importance of parameters corresponding to pavement performance and maintenance | ||||||||||||||||||
| Â | Fundamental scale | |||||||||||||||||
Intensity of importance | Definition | |||||||||||||||||
1 | Equal importance | |||||||||||||||||
3 | Somewhat more important | |||||||||||||||||
5 | Much more important | |||||||||||||||||
7 | Very much more important | |||||||||||||||||
9 | Absolutely more important | |||||||||||||||||
2,4,6,8 | Intermediate value when compromise is required between above | |||||||||||||||||
Part-A | ||||||||||||||||||
Please check the box with a tick (
| ||||||||||||||||||
Sample | ||||||||||||||||||
For example: If you think that road rutting is 5 times more important than road ravelling then put (
| ||||||||||||||||||
Group 1 parameter | 9 | 8 | 7 | 6 | 5 | 4 | 3 | 2 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | Group 2 parameter |
Rutting | Â | Â | Â | Â |
| Â | Â | Â | Â | Â | Â | Â | Â | Â | Â | Â | Â | Ravelling |
For example: If you think that road rutting is 5 times more important than road cracking then put (
| ||||||||||||||||||
Group 1 parameter | 9 | 8 | 7 | 6 | 5 | 4 | 3 | 2 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | Group 2 parameter |
Rutting | Â | Â | Â | Â | Â | Â | Â | Â | Â | Â | Â | Â |
| Â | Â | Â | Â | Ravelling |
For example: If you think that road rutting has equal importance to road ravelling then put (
| ||||||||||||||||||
Group 1 parameter | 9 | 8 | 7 | 6 | 5 | 4 | 3 | 2 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | Group 2 parameter |
Rutting | Â | Â | Â | Â | Â | Â | Â | Â |
| Â | Â | Â | Â | Â | Â | Â | Â | Ravelling |
) for the relative importance between group 1 and group 2 parameters
) under 5 on left side towards cracking
) under 5 on right side towards ravelling
) under 1 in the centre
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Singh Yadav, S., Gupta, A., Gowda, S., Aggarwal, Y. (2024). Development of Maintenance Priority Index for Urban Road Network. In: Singh, D., Maji, A., Karmarkar, O., Gupta, M., Velaga, N.R., Debbarma, S. (eds) Transportation Research. TPMDC 2022. Lecture Notes in Civil Engineering, vol 434. Springer, Singapore. https://doi.org/10.1007/978-981-99-6090-3_1
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DOI: https://doi.org/10.1007/978-981-99-6090-3_1
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