A Study on the Incentive Schemes of Pavement Smoothness

• Main Authors: I-Chang Chen, 陳一昌
• Other Authors: 周家蓓
• Format: Others
• Language: zh-TW
• Published: 2008
• Online Access: http://ndltd.ncl.edu.tw/handle/86691164234154645221

博士 === 國立臺灣大學 === 土木工程學研究所 === 96 === According to a 2004’s survey to the populace by MOTC, pavement quality was found the most important issue that influence the service quality of freeway to the roadway users. While the riding comfort was acknowledged directly as an index of pavement quality to the public, pavement smoothness become one of the key element considered by the highway authorities to improve traffic safety and service quality. The highway authorities evaluated pavement structural adequacy more often than pavement functional behavior in the pavement management system. It was because the distress of pavement showed obviously over the roadway will impress the public more effectively than smoothness. A “worst first” consideration to the pavement engineers still control the maintenance operation issues, because it’s easier to earn the needed budgets of maintenance. AASHO Road Test shows there’s 95% effort came from the smoothness of roadway surface profile. Due to the limitation of governmental budget, if a bonus incentive scheme was offered in pavement bids to encourage contractors to accomplish a higher smooth standard than the specification requirement, it would benefit the highway authorities in saving of following maintenance operations. By reduction the Life-Cycle-Cost of pavement, an integrated social cost could be optimized. Considering the benefited cost-down effect of pavement smoothness to road user’s cost and governmental maintenance cost, this research try to find a possible incentive scheme to meet this goal. By choosing suitable pavement smoothness prediction model and predict the freeway roughness development result with the available pavement datum, this research suggest the acceptance threshold of IRI value as 2.0 m/km, the correction threshold with IRI less than 3.0 m/km, the punishment threshold with IRI greater than 3.0 m/km and less than 3.5 m/km, the bonus threshold with IRI less than 2.0 m/km, and the rejection threshold with IRI greater than 3.5 m/km. The amount of bonus would be either less than 20% of pavement bid price basically or higher than that percentage according to the effectiveness of incentive desire, but should meet the governmental regulations. This bonus budget could be come from the “National Road’s Construction and Management Fund” of Expressway Bureau.