Author: Timothy Brathwaite, UC Berkeley
There is an increasing need for the reduction of greenhouse gas (GHG) emissions resulting
from pavement maintenance activities, which account for millions of tons of GHG emissions
annually. By optimizing pavement resurfacing activities, there is potential for reducing
the carbon footprint associated with pavements and users of pavements. We propose a
framework for estimating the relationship between GHG emissions from pavement resurfacing
activities and pavement cracking-threshold policies. Cracking threshold is defined herein
as the maximum percent cracking level a pavement is allowed to reach before an asphalt
overlay is applied. In this framework, a probabilistic model capable of predicting both crack
initiation and progression over time for individual pavement segments is formulated. The
model is applied to a population of pavement segments and, given a cracking-threshold value,
can predict the amount of GHG emissions and costs incurred due to resurfacing activities
over a specified planning horizon. The model also predicts the corresponding user costs
and emissions. In order to obtain the relationship between cracking threshold and GHG
emissions, the cracking threshold is varied within a practical range of values. We obtain
the corresponding resurfacing interval from which GHG emissions values are computed.
The dataset used in the case study is obtained from the Washington State Department of
Transportation (WSDOT) in the United States. The results show that the optimal cracking
thresholds for minimizing costs and GHG emissions are close to each other, and are both
higher than those used currently by WSDOT.
Click on the link below to download.