Page 3605 - Week 09 - Thursday, 23 August 2018

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surface (rutting or polishing) typically at intersections. The cost of asphalt is about five to ten times more per square metre than chip seal and is only used when it is required.

(2) The life span for chip seal is up to 25 years depending on traffic volume, condition and capacity of base layers.

(3) The unit cost is recorded for each square metre. Main road resealing costs approximately $15 per square metre, residential street resealing costs approximately $10 per square metre.

(4) The other treatments available are asphalt, ultra-thin asphalt and microsurfacing. Each treatment has distinct purposes and applications. They may be applied in combination to achieve desired outcomes, for example microsurfacing is often combined with chip seal.

(5) All treatments mentioned above are used in ACT. The most appropriate and cost effective treatment, or combination of treatments, is selected according to site specific conditions and required outcomes

(6)

(7) The aim of the annual resurfacing program is to deliver a large, regular preventive resurfacing program using cost effective treatments. This helps to prevent structural damage to the road thus extending its serviceable life to make the most out of the existing road. During the development of annual resurfacing program, Roads ACT analyses pavement history and condition attributes such as cracking, roughness, skid resistance and rutting etc. and prioritises the roads to be resurfaced. Various surfacing treatment types are considered for each site and their suitability and cost effectiveness are carefully evaluated. Roads ACT also considers the possibility of environmental effects such as noise when selecting a surface. Generally municipal streets in residential areas have low speed, low volume traffic. Resealing is the normal and most used surface treatment for municipal streets which provides excellent water proofing, good skid resistance and value for money. Asphalt is predominantly used for correcting pavement defects and at intersections on high volume urban arterial roads.

(8) During the development of the annual resurfacing program, various surfacing treatment types are considered for each site. These treatments are not a direct alternative to each other, hence there is not a risk assessment of one against another in general. Pavement history and condition attributes such as cracking, roughness, skid resistance and rutting etc. are analysed using a computer based pavement management system. As part of the process road deterioration models, traffic volume, road user cost, economic, social and environmental effects are analysed. The draft program including treatment for any particular road section is then generated. Finally the data is validated and the resurfacing program is finalised.

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