Misbah U. Khan

Development of a post-flood road maintenance strategy: case study Queensland, Australia

Abstract Currently, no road authority takes into account flooding in road deterioration (RD) models; as a result, post-flood rehabilitation treatments may be sub-optimal. This paper proposes a new approach to the development of a post-flood maintenance strategy. The recently developed roughness and rutting-based RD models with flooding, by the current authors, are used as input to predict pavement deterioration after a flood (i.e. assuming a flood in year 1). The HDM-4 model has been used to get the post-flood maintenance strategy with constrained and unconstrained budget, where post-flood rehabilitation starts from year 2. The road groups in state road network of Queensland, Australia, are used as the case study. The unconstrained budget solution aims to keep the network in an excellent condition at a cost of

Estimating Pavement's Flood Resilience

49.7bn with the possible strongest treatments. The constrained budget strategy uses agency cost and pavement performance as constraints in optimisation and provides a reasonable solution. This strategy requires about

Preflood road maintenance strategy for a road authority

26.1bn in life cycle, which is close to the main road authority of Queensland’s post-flood rehabilitation programme. The paper discusses two other strategies on maximise economic benefits and budget optimisation. It is expected that a road authority would properly investigate its flood-damaged roads before implementation. The paper shows pavement performances with the post-flood strategy. The need for a RD model to predict deterioration after a flood and for post-flood treatment selection is also highlighted.

Development of optimum pavement maintenance strategies for a road network

AbstractAlthough several studies observed pavement responses after flooding, no detailed quantification has been done to date. This paper has estimated different pavements’ performances with floodi...

Developing a new road deterioration model incorporating flooding

This paper has derived a preflood road maintenance strategy. It provides an innovative approach by upgrading pavement strength now (Year 1 of the analysis) with a thin overlay, and then evaluating pavement lifecycle performance if a flood comes in different years. An after-flood treatment strategy would also be a part of this strategy package. The study has considered normal deterioration after a treatment given in Year 1 and uses the new roughness and rutting based road deterioration (RD) models to predict after-flood deterioration before providing postflood treatments. The study has used highway development and management (HDM-4) model for obtaining after-flood treatments. The results show pavement performance, necessary treatments at Year 1 and any year, required budget, and economic results. For a case study in Queensland, Australia, the treatment cost in Year 1 was about

Development of road deterioration models incorporating flooding for optimum maintenance and rehabilitation strategies

21.13 billion, and the total preflood strategy cost is

An analysis to improve HDM-4 results in Bangladesh

37 billion to

Improvement of a Pavement Management System Incorporating Flooding

38 billion. A thin overlay is adequate for after-flood rehabilitation. This preflood strategy is compared with a recently derived postflood strategy, and it appears that a preflood strategy can maintain the network better and demonstrate positive economic benefits.

Rural road management in Botswana

Abstract Each road authority requires set maintenance standards and strategies to manage its roads. This paper has achieved that for the Queensland road authority as an example. The 34,000 km road network has been divided in to 27 road groups using pavement type, loading and pavement strength as criteria to set standards and strategies for each of them, which helps managing different classes of roads efficiently. The HDM-4’s road deterioration and work effects models with ‘minimize agency cost and maximize performance’ optimisation algorithm are used to obtain an optimum solution from 36 alternatives for a road group. The results provided ideal standards, necessary cost-effective treatments and an optimum budget for sub groups and ultimately to the whole network. It is observed that about

Assessment of flood risk to performance of highway pavements

17.8bn is needed to maintain the flexible and composite roads in the next 20 years at 4.0 International Roughness Index (IRI in m/km). Some key findings on pavement life cycle performances and budget are also discussed.