El texto completo de este trabajo no está disponible en el Repositorio Académico UPC por restricciones de la casa editorial donde ha sido publicado. / A pavement management system (PMS) is a tool that supports decision-making specialists to maintain the pavement at an optimal service level. The absence of a PMS could lead to inadequate decision-making, a disorganized road inventory, poor selection in road maintenance techniques and inefficient technical support to justify the execution of maintenance activities. For these reasons, this research proposes the application of a PMS, with the objective of improving and standardizing the processes for evaluating the condition of roads that are under the jurisdiction of low-budget government organizations, guaranteeing the selection of the most appropriate type of maintenance. As a case of study, a 1.1 km local road located in one of the districts of Lima was evaluated, which was divided into 11 sections. With this evaluation, it was obtained that 2,605.43 m2 of the total road is in poor condition, due to the presence of functional failures. For the identification of failures, the pavement condition index (PCI), the international roughness index (IRI) and the present serviceability index (PSI) were used to determine the condition, roughness and serviceability of the pavement. In conclusion, it was identified that the proposed PMS is adequately adapted to the way of working and available budget of a local administration, since if it is applied it would only spend 20.55% of the fund that would be destined to a total reconstruction of road.

Doctor of Philosophy / Department of Civil Engineering / Mustaque A. Hossain / Remaining service life (RSL) has been defined as the anticipated number of years that a pavement will be functionally and structurally acceptable with only routine maintenance. The Kansas Department of Transportation (KDOT) has a comprehensive pavement management system, network optimization system (NOS), which uses the RSL concept. In support of NOS, annual condition surveys are conducted on the state highway system. Currently KDOT uses an empirical equation to compute RSL of flexible pavements based on surface condition and deflection from the last sensor of a falling-weight deflectometer (FWD). Due to limited resources and large size, annual network-level structural data collection at the same rate as the project level is impractical. A rolling-wheel deflectometer (RWD), which measures surface deflections at highway speed, is an alternate and fast method of pavement-deflection testing for network-level data collection. Thus, a model that can calculate RSL in terms of FWD first sensor/center deflection (the only deflection measured by RWD) is desired for NOS. In this study, RWD deflection data was collected under an 18-kip axle load at highway speed on non-Interstate highways in northeast Kansas in July 2006. FWD deflection data, collected with a Dynatest 8000 FWD on the KDOT network from 1998 to 2006, were reduced to mile-long data to match the condition survey data collected annually for NOS. Normalized and temperature-corrected FWD and RWD center deflections and corresponding effective structural numbers (SNeff) were compared. A nonlinear regression procedure in Statistical Analysis Software (SAS) and Solver in Microsoft Excel were used to develop the models in this study. Results showed that FWD and RWD center deflections and corresponding SNeff are statistically similar. Temperature-correction factors have significant influence on these variables. FWD data analysis on the study sections showed that average structural condition of pavements of the KDOT non-Interstate network did not change significantly over the last four years. Thus, network-level deflection data can be collected at four-year intervals when there is no major structural improvement. Results also showed that sigmoimal relationship exists between RSL and center deflection. Sigmoidal RSL models have very good fits and can be used to predict RSL based on center deflection from FWD or RWD. Sigmoidal equivalent fatigue crack-models have also shown good fits, but with some scatter that can be attributed to the nature and quality of the data used to develop these models. Predicted and observed equivalent transverse-crack values do not match very well, though the difference in magnitude is insignificant for all practical purposes.

Master of Science / Department of Civil Engineering / Mustaque A. Hossain / The objective of this research project was to assess the condition of general aviation airport pavements in Kansas. The study was also intended to form the basis for a pavement management system (PMS). A total of 137 runways from 107 airports across the state were surveyed. MicroPAVER, a PMS system developed by the U.S. Army Corps of Engineers, was selected as the platform for the PMS. An inventory database was developed for all runways in the network. Information about the construction and maintenance history was entered into the MicroPAVER database. On-site surveys were conducted between the months of May and July of 2008 to assess pavement conditions in terms of the Pavement Condition Index (PCI), following the methodology outlined by ASTM D 5340-04 and adopted by the Federal Aviation Administration (FAA). Approximately 68% of the sections surveyed were in “good” to “satisfactory” condition. Almost one-third of the network can be rated as “good.” About 21% of the sections studied were in “fair” condition. Overall, the condition of the network can be rated as “satisfactory.” A condition prediction curve was developed for each of the two different types of surfaces. From the prediction curves created using MicroPAVER, it was estimated that the number of branches rated as “good” could decrease by 50% by 2010. As much as 44% of the network could have a rating of “fair” by 2013 if the sections receive only routine maintenance. Two budget scenario comparison reports developed show that the 108 runways of the 78 general aviation airports eligible for FAA funding in Kansas could be brought to a “satisfactory” rating or above (i.e. average PCI ≥ 70) by spending approximately $15 million on average per year for the next five years.

Este trabalho apresenta considerações sobre os custos de pavimentos rígidos, abordando os custos de construção, os custos de manutenção e reabilitação e os custos de operação dos veículos. Apresenta, inicialmente, uma revisão dos fatores intervenientes no dimensionamento de pavimentos rígidos, particularmente os métodos adotados pela Associação Brasileira de Cimento Portland (ABCP) e pela American Association of State Highways and Transportation Officials (AASHTO), e os procedimentos construtivos mais utilizados no Brasil. As atividades de manutenção e reabilitação são associadas às principais formas de deterioração dos pavimentos rígidos, tomando-se como referência, neste trabalho, o Manual de Identificação de Defeitos do Programa SHRP. Quanto aos custos que incidem sobre os usuários e que dependem, principalmente, da condição da superfície de rolamento, são analisadas a influência da curva de desempenho e a estimativa elos custos ele operação dos veículos a partir ela irregularidade longitudinal dos pavimentos. Desenvolve-se uma programação fatorial de simulações que tem como fatores o método ele dimensionamento, o módulo de reação do subleito e o volume de tráfego. Analisam-se, ao final, a importância relativa desses fatores sobre cada urna das parcelas que compõem o custo total de um pavimento rígido. / This work analyses the costs of rigid pavements, that are compound by construction, maintenance and rehabilitation, and user costs. It is presented the basic concepts of rigid pavement design, mainiy the Brazilian Association of Portland Cement (ABCP) and the American Association of State Highways and Transportation Officials (AASHTO) methods, and the construction procedures most used in Brazil. The maintenance and rehabilitation activities are related to rigid pavement distresses, and in this work the reference is the Distress Identification Manual developed by the SHRP Program. In terms of user costs, which are due to pavement rolling condition, it is analyzed the importance of performance trends and the estimation of user costs from pavement roughness. It is developed a factorial simulation program considering the following factors: rigid pavement design method, modulus of subgrade reaction, and traffic volume. It is analyzed the relative effects of each factor on the rigid pavements total cost.

O patrimônio de infraestrutura rodoviária brasileira através dos tempos está sobrevivendo com investimentos com grandeza de valor bem abaixo do que muitos outros países estão alocando. A questão de quanto investir em infraestrutura de transportes depende de múltiplas variáveis como a situação política e econômica do país, a característica da frota, sua dimensão territorial, sua matriz, os tipos de pavimentos utilizados e as condições climáticas. Portanto, estimar um valor a ser empregado em manutenção rodoviária de forma recomendável, deve ser resultado dos estudos que envolvam essas variáveis, como elas interagem entre si e como esse investimento retorna para a sociedade. Diante de tantas áreas precárias, administrar recursos para a infraestrutura de transportes é um desafio a ser ainda vencido no Brasil. É engajada nesse desafio, que essa dissertação é composta por três artigos que abordam os principais assuntos: (i) avaliação da gestão da manutenção rodoviária no Brasil, quanto a sua abrangência, investimentos e as experiências internacionais; (ii) os conceitos e etapas de um SGP (Sistema de Gerência de Pavimentos) e a sua importância no planejamento das intervenções de manutenção; (iii) aplicação prática com o software Highway Development and Management (HDM-4), avaliando os resultados econômicos com as variáveis International Roughness Index (IRI) e Volume Médio Diário (VDM) do tráfego iniciais de segmentos de uma rodovia federal, utilizando como alternativas de projeto programas usuais adotados pelos gestores da rodovia. A terceirização dos serviços de manutenção pelos departamentos rodoviários exige que tenham que planejar e administrar contratos de manutenção por pouco ou longo período. A aplicação prática do HDM-4 demonstra que, o planejamento, um componente de um SGP, deve ser considerado permanentemente pelos administradores públicos ou privados. A questão de quanto investir em manutenção nesse contexto depende de como se investiu em momento antecedente, tanto com os serviços de infraestrutura como nas etapas de inventário da malha, planejamento e elaboração de projetos. O sistema HDM-4 necessita de dados de entrada, tais como: características geométricas, mecânicas, dados históricos e de tráfego dos segmentos rodoviários; que devem ser preservados pelos gestores do sistema, de maneira que permita prever o desempenho do pavimento, os custos e benefícios para um período planejado. Durante a análise dos resultados de Valor Presente Líquido (VPL) com os IRI e VDM iniciais, verificouse que as maiores diferenças se encontravam nos segmentos com mesmo intervalo de IRI inicial mas com tráfego superior. As características da frota, seus custos operacionais bem como seus coeficientes de calibração devem ser considerados nas análises com o software HDM-4, visando uma boa gestão na manutenção rodoviária. Tendo em vista o fato do tráfego influenciar nos resultados e podendo alterar o planejamento da manutenção, se percebe como é importante o controle do gestor da rodovia nas cargas efetivas que estão sendo transportadas. / The patrimony of Brazilian highway infrastructure through the ages is surviving with investments of magnitude value well below of what many other countries are allocating. The question of how much to invest in transport infrastructure depends on multiple variables such as the political and economic situation of the country, the characteristic of the fleet, its territorial dimension, its matrix, the types of used pavements and weather conditions. Therefore, to estimate a value to be used in road maintenance of a recommended way should be the result of the studies involving these variables, how they interact and how this investment returns to society. In face of so many precarious areas, managing resources for transport infrastructure is a challenge yet to be overcome in Brazil. It is engaged in this challenge, that this thesis consists of three articles that discuss the main issues: (i) assess the management of road maintenance in Brazil, as its scope, investment and international experiences; (ii) the concepts and steps of a Pavement Management System (PMS) and its importance in the planning of maintenance operations; (iii) practical application with the software Highway Development and Management (HDM-4), evaluating the economic results with the variables International Roughness Index (IRI) and Annual Average Daily Traffic (AADT) of the initial traffic segments of a federal motorway, using as alternative project usual programs adopted by the highway managers. The outsourcing of the maintenance services by road departments requires that they have to plan and manage maintenance contracts for little or long period. The practical application of the HDM-4 shows that the planning, a component of the PMS should be considered permanently by public or private administrators. The question of how much to invest in maintenance in this context depends on how you invested in previous time, both with infrastructure services as with the inventory stages of the motorway network, planning and preparation of projects. The HDM-4 system requires input data, such as geometric and mechanical characteristics, historical data and traffic of road segments that should be preserved by system managers, in order to foresee the pavement performance, costs and benefits to a planned period. During the analysis of the results of Net Present Value (NPV) with the initial IRI and AADT, it was found that the greatest differences were in the same initial IRI segments range but with higher traffic. The fleet characteristics, their operating costs and their calibration coefficients should be considered in the analysis with the HDM-4 software, aiming at a good management in road maintenance. In view of the fact that traffic influences the results and can change the maintenance planning, one can perceive that the road manager control on actual loads being transported is important.

Este trabalho apresenta considerações sobre os custos de pavimentos rígidos, abordando os custos de construção, os custos de manutenção e reabilitação e os custos de operação dos veículos. Apresenta, inicialmente, uma revisão dos fatores intervenientes no dimensionamento de pavimentos rígidos, particularmente os métodos adotados pela Associação Brasileira de Cimento Portland (ABCP) e pela American Association of State Highways and Transportation Officials (AASHTO), e os procedimentos construtivos mais utilizados no Brasil. As atividades de manutenção e reabilitação são associadas às principais formas de deterioração dos pavimentos rígidos, tomando-se como referência, neste trabalho, o Manual de Identificação de Defeitos do Programa SHRP. Quanto aos custos que incidem sobre os usuários e que dependem, principalmente, da condição da superfície de rolamento, são analisadas a influência da curva de desempenho e a estimativa elos custos ele operação dos veículos a partir ela irregularidade longitudinal dos pavimentos. Desenvolve-se uma programação fatorial de simulações que tem como fatores o método ele dimensionamento, o módulo de reação do subleito e o volume de tráfego. Analisam-se, ao final, a importância relativa desses fatores sobre cada urna das parcelas que compõem o custo total de um pavimento rígido. / This work analyses the costs of rigid pavements, that are compound by construction, maintenance and rehabilitation, and user costs. It is presented the basic concepts of rigid pavement design, mainiy the Brazilian Association of Portland Cement (ABCP) and the American Association of State Highways and Transportation Officials (AASHTO) methods, and the construction procedures most used in Brazil. The maintenance and rehabilitation activities are related to rigid pavement distresses, and in this work the reference is the Distress Identification Manual developed by the SHRP Program. In terms of user costs, which are due to pavement rolling condition, it is analyzed the importance of performance trends and the estimation of user costs from pavement roughness. It is developed a factorial simulation program considering the following factors: rigid pavement design method, modulus of subgrade reaction, and traffic volume. It is analyzed the relative effects of each factor on the rigid pavements total cost.

Τα συστήματα διαχείρισης οδοστρωμάτων χρησιμοποιούνται ευρύτατα από τους φορείς οδοποιίας και συνεχώς βελτιώνονται επειδή μπορούν να οδηγήσουν σε σημαντική εξοικονόμηση κεφαλαίου και σε υψηλά επίπεδα εξυπηρέτησης του οδικού δικτύου. Στόχος τους είναι η αξιολόγηση των αποφάσεων συντήρησης και διαχείρισης των οδοστρωμάτων για την αποτελεσματική κατανομή των περιορισμένων διαθέσιμων πόρων. Τα σύγχρονα συστήματα που έχουν αναπτυχθεί χρησιμοποιούν μεθόδους τεχνητής νοημοσύνης για την επίλυση του προβλήματος αφού αποτελούν ισχυρά εργαλεία βελτιστοποίησης με μεγάλες υπολογιστικές ικανότητες. Η πλειοψηφία των συστημάτων που έχουν δημιουργηθεί εντοπίζει τη βέλτιστη λύση που ελαχιστοποιεί το κόστος συντήρησης χωρίς να λαμβάνεται υπόψη το αντίκτυπο της επιδείνωσης της κατάστασης του οδοστρώματος στο χρήστη και στο περιβάλλον. Ωστόσο, τα σύγχρονα οδικά έργα είναι αναγκαίο να χαρακτηρίζονται από βιωσιμότητα που απαιτεί την ελαχιστοποίηση των αρνητικών επιπτώσεων που οφείλονται στην κατάσταση του οδοστρώματος. Στόχος της παρούσας μεταπτυχιακής εργασίας είναι η ανάπτυξη ενός συστήματος διαχείρισης οδοστρωμάτων το οποίο αποσκοπεί στην παροχή υποστήριξης αποφάσεων για τις κατάλληλες στρατηγικές συντήρησης ώστε να εξασφαλιστούν αποδεκτά επίπεδα ασφάλειας και λειτουργικότητας του δικτύου των αυτοκινητοδρόμων στη διάρκεια του χρόνου καθώς και μείωση των περιβαλλοντικών επιπτώσεων. Το μοντέλο που παρουσιάζεται δεν περιορίζεται μόνο στο κόστος συντήρησης, όπως οι περισσότερες μελέτες, αλλά επικεντρώνεται στο γενικευμένο κόστος που περιλαμβάνει το κόστος συντήρησης, το κόστος χρήστη και το περιβαλλοντικό κόστος. Το κόστος χρήστη αποτελείται από το κόστος λειτουργίας οχήματος, το κόστος μετακίνησης και το κόστος ατυχημάτων. Το κόστος του περιβάλλοντος συνίσταται από το κόστος εκπομπής των αέριων ρύπων, το κόστος θορύβου και το κόστος στην οικονομική, κοινωνική και πολιτική ζωή. Τα δεδομένα του προβλήματος σχετίζονται με την αρχική κατάσταση των οδοστρωμάτων που πρόκειται να συντηρηθούν, το είδος και τα χαρακτηριστικά της οδού, το είδος και τα χαρακτηριστικά των οχημάτων, τα διαθέσιμα είδη συντήρησης και το ύψος της χρηματοδότησης. Εξαιτίας του μεγέθους και της πολυπλοκότητας του προβλήματος, η βελτιστοποίηση πραγματοποιήθηκε με την εφαρμογή ενός γενετικού αλγορίθμου που έχει τη δυνατότητα να εξετάσει πλήθος οδικών τμημάτων αναζητώντας ένα ευρύ φάσμα πιθανών λύσεων μέσα σε ένα εύλογο χρονικό διάστημα υπολογισμού. Ο αλγόριθμος καταφέρνει να εντοπίζει τον κατάλληλο συνδυασμό συντηρήσεων ώστε το γενικευμένο κόστος να ελαχιστοποιείται ενώ ταυτόχρονα το οδόστρωμα να διατηρείται σε καλή κατάσταση. Για την αξιολόγηση του μοντέλου ερευνήθηκαν πολλές διαφορετικές περιπτώσεις ενώ στο τέλος σχεδιάστηκε η καμπύλη Pareto. Τα αποτελέσματα απέδειξαν ότι το προτεινόμενο σύστημα μπορεί να βοηθήσει αποτελεσματικά στη διατήρηση των οδοστρωμάτων σε ικανοποιητικά επίπεδα λειτουργικότητας και κόστους μέσω των αποφάσεων συντήρησης που προτείνει. / Pavement management systems are widely used by road agencies and are improved continuously as they can lead to money savings and high levels of road services. The aim is to provide assistance to decision makers for selecting optimum strategies in the design, evaluation, and maintenance of pavements in order to maintain them in serviceable condition over a given period of time for the least cost. Nowadays, the developed systems use artificial intelligent methods to solve the problem which are powerful optimization tools with large computational abilities. The majority of pavement management systems detect the optimal solution that minimizes the maintenance cost without considering the impact of pavement deterioration in the user and the environment. However, they should be characterized by sustainability that requires an efficient use of resources and sensitivity to environmental and social constraints. In this paper, an optimisation model is developed that aims to provide decision support to engineers in developing appropriate pavement maintenance strategies to ensure acceptable levels of safety and functionalism of the highway network in time as well as reduction of environmental impacts. The model supersedes previous ones in considering the generalised cost, which includes the agency cost, the user cost, and the environmental impacts, as the main decision parameter. The user cost consists of three main components, the vehicle operation cost, the travel cost and the accident cost. The environmental cost consists of the air pollution cost and the noise cost. The input data are related to the initial pavement condition, the type and characteristics of the road, the type and characteristics of vehicles, the maintenance types and the budget limit. Due to the problem size and complexity, the optimisation is done with the employment of a genetic algorithm which can handle a large number of road sections, search a wide range of possible solutions, and reach a solution within reasonable computation time. The genetic algorithm can find the appropriate maintenance types in order to minimize the generalized cost while the pavement is kept in good condition. The model has been evaluated with several test cases and Pareto curves have been developed. The results indicate that the proposed model can effectively assist pavement preservation and management decisions in highway networks.

O patrimônio de infraestrutura rodoviária brasileira através dos tempos está sobrevivendo com investimentos com grandeza de valor bem abaixo do que muitos outros países estão alocando. A questão de quanto investir em infraestrutura de transportes depende de múltiplas variáveis como a situação política e econômica do país, a característica da frota, sua dimensão territorial, sua matriz, os tipos de pavimentos utilizados e as condições climáticas. Portanto, estimar um valor a ser empregado em manutenção rodoviária de forma recomendável, deve ser resultado dos estudos que envolvam essas variáveis, como elas interagem entre si e como esse investimento retorna para a sociedade. Diante de tantas áreas precárias, administrar recursos para a infraestrutura de transportes é um desafio a ser ainda vencido no Brasil. É engajada nesse desafio, que essa dissertação é composta por três artigos que abordam os principais assuntos: (i) avaliação da gestão da manutenção rodoviária no Brasil, quanto a sua abrangência, investimentos e as experiências internacionais; (ii) os conceitos e etapas de um SGP (Sistema de Gerência de Pavimentos) e a sua importância no planejamento das intervenções de manutenção; (iii) aplicação prática com o software Highway Development and Management (HDM-4), avaliando os resultados econômicos com as variáveis International Roughness Index (IRI) e Volume Médio Diário (VDM) do tráfego iniciais de segmentos de uma rodovia federal, utilizando como alternativas de projeto programas usuais adotados pelos gestores da rodovia. A terceirização dos serviços de manutenção pelos departamentos rodoviários exige que tenham que planejar e administrar contratos de manutenção por pouco ou longo período. A aplicação prática do HDM-4 demonstra que, o planejamento, um componente de um SGP, deve ser considerado permanentemente pelos administradores públicos ou privados. A questão de quanto investir em manutenção nesse contexto depende de como se investiu em momento antecedente, tanto com os serviços de infraestrutura como nas etapas de inventário da malha, planejamento e elaboração de projetos. O sistema HDM-4 necessita de dados de entrada, tais como: características geométricas, mecânicas, dados históricos e de tráfego dos segmentos rodoviários; que devem ser preservados pelos gestores do sistema, de maneira que permita prever o desempenho do pavimento, os custos e benefícios para um período planejado. Durante a análise dos resultados de Valor Presente Líquido (VPL) com os IRI e VDM iniciais, verificouse que as maiores diferenças se encontravam nos segmentos com mesmo intervalo de IRI inicial mas com tráfego superior. As características da frota, seus custos operacionais bem como seus coeficientes de calibração devem ser considerados nas análises com o software HDM-4, visando uma boa gestão na manutenção rodoviária. Tendo em vista o fato do tráfego influenciar nos resultados e podendo alterar o planejamento da manutenção, se percebe como é importante o controle do gestor da rodovia nas cargas efetivas que estão sendo transportadas. / The patrimony of Brazilian highway infrastructure through the ages is surviving with investments of magnitude value well below of what many other countries are allocating. The question of how much to invest in transport infrastructure depends on multiple variables such as the political and economic situation of the country, the characteristic of the fleet, its territorial dimension, its matrix, the types of used pavements and weather conditions. Therefore, to estimate a value to be used in road maintenance of a recommended way should be the result of the studies involving these variables, how they interact and how this investment returns to society. In face of so many precarious areas, managing resources for transport infrastructure is a challenge yet to be overcome in Brazil. It is engaged in this challenge, that this thesis consists of three articles that discuss the main issues: (i) assess the management of road maintenance in Brazil, as its scope, investment and international experiences; (ii) the concepts and steps of a Pavement Management System (PMS) and its importance in the planning of maintenance operations; (iii) practical application with the software Highway Development and Management (HDM-4), evaluating the economic results with the variables International Roughness Index (IRI) and Annual Average Daily Traffic (AADT) of the initial traffic segments of a federal motorway, using as alternative project usual programs adopted by the highway managers. The outsourcing of the maintenance services by road departments requires that they have to plan and manage maintenance contracts for little or long period. The practical application of the HDM-4 shows that the planning, a component of the PMS should be considered permanently by public or private administrators. The question of how much to invest in maintenance in this context depends on how you invested in previous time, both with infrastructure services as with the inventory stages of the motorway network, planning and preparation of projects. The HDM-4 system requires input data, such as geometric and mechanical characteristics, historical data and traffic of road segments that should be preserved by system managers, in order to foresee the pavement performance, costs and benefits to a planned period. During the analysis of the results of Net Present Value (NPV) with the initial IRI and AADT, it was found that the greatest differences were in the same initial IRI segments range but with higher traffic. The fleet characteristics, their operating costs and their calibration coefficients should be considered in the analysis with the HDM-4 software, aiming at a good management in road maintenance. In view of the fact that traffic influences the results and can change the maintenance planning, one can perceive that the road manager control on actual loads being transported is important.

O patrimônio de infraestrutura rodoviária brasileira através dos tempos está sobrevivendo com investimentos com grandeza de valor bem abaixo do que muitos outros países estão alocando. A questão de quanto investir em infraestrutura de transportes depende de múltiplas variáveis como a situação política e econômica do país, a característica da frota, sua dimensão territorial, sua matriz, os tipos de pavimentos utilizados e as condições climáticas. Portanto, estimar um valor a ser empregado em manutenção rodoviária de forma recomendável, deve ser resultado dos estudos que envolvam essas variáveis, como elas interagem entre si e como esse investimento retorna para a sociedade. Diante de tantas áreas precárias, administrar recursos para a infraestrutura de transportes é um desafio a ser ainda vencido no Brasil. É engajada nesse desafio, que essa dissertação é composta por três artigos que abordam os principais assuntos: (i) avaliação da gestão da manutenção rodoviária no Brasil, quanto a sua abrangência, investimentos e as experiências internacionais; (ii) os conceitos e etapas de um SGP (Sistema de Gerência de Pavimentos) e a sua importância no planejamento das intervenções de manutenção; (iii) aplicação prática com o software Highway Development and Management (HDM-4), avaliando os resultados econômicos com as variáveis International Roughness Index (IRI) e Volume Médio Diário (VDM) do tráfego iniciais de segmentos de uma rodovia federal, utilizando como alternativas de projeto programas usuais adotados pelos gestores da rodovia. A terceirização dos serviços de manutenção pelos departamentos rodoviários exige que tenham que planejar e administrar contratos de manutenção por pouco ou longo período. A aplicação prática do HDM-4 demonstra que, o planejamento, um componente de um SGP, deve ser considerado permanentemente pelos administradores públicos ou privados. A questão de quanto investir em manutenção nesse contexto depende de como se investiu em momento antecedente, tanto com os serviços de infraestrutura como nas etapas de inventário da malha, planejamento e elaboração de projetos. O sistema HDM-4 necessita de dados de entrada, tais como: características geométricas, mecânicas, dados históricos e de tráfego dos segmentos rodoviários; que devem ser preservados pelos gestores do sistema, de maneira que permita prever o desempenho do pavimento, os custos e benefícios para um período planejado. Durante a análise dos resultados de Valor Presente Líquido (VPL) com os IRI e VDM iniciais, verificouse que as maiores diferenças se encontravam nos segmentos com mesmo intervalo de IRI inicial mas com tráfego superior. As características da frota, seus custos operacionais bem como seus coeficientes de calibração devem ser considerados nas análises com o software HDM-4, visando uma boa gestão na manutenção rodoviária. Tendo em vista o fato do tráfego influenciar nos resultados e podendo alterar o planejamento da manutenção, se percebe como é importante o controle do gestor da rodovia nas cargas efetivas que estão sendo transportadas. / The patrimony of Brazilian highway infrastructure through the ages is surviving with investments of magnitude value well below of what many other countries are allocating. The question of how much to invest in transport infrastructure depends on multiple variables such as the political and economic situation of the country, the characteristic of the fleet, its territorial dimension, its matrix, the types of used pavements and weather conditions. Therefore, to estimate a value to be used in road maintenance of a recommended way should be the result of the studies involving these variables, how they interact and how this investment returns to society. In face of so many precarious areas, managing resources for transport infrastructure is a challenge yet to be overcome in Brazil. It is engaged in this challenge, that this thesis consists of three articles that discuss the main issues: (i) assess the management of road maintenance in Brazil, as its scope, investment and international experiences; (ii) the concepts and steps of a Pavement Management System (PMS) and its importance in the planning of maintenance operations; (iii) practical application with the software Highway Development and Management (HDM-4), evaluating the economic results with the variables International Roughness Index (IRI) and Annual Average Daily Traffic (AADT) of the initial traffic segments of a federal motorway, using as alternative project usual programs adopted by the highway managers. The outsourcing of the maintenance services by road departments requires that they have to plan and manage maintenance contracts for little or long period. The practical application of the HDM-4 shows that the planning, a component of the PMS should be considered permanently by public or private administrators. The question of how much to invest in maintenance in this context depends on how you invested in previous time, both with infrastructure services as with the inventory stages of the motorway network, planning and preparation of projects. The HDM-4 system requires input data, such as geometric and mechanical characteristics, historical data and traffic of road segments that should be preserved by system managers, in order to foresee the pavement performance, costs and benefits to a planned period. During the analysis of the results of Net Present Value (NPV) with the initial IRI and AADT, it was found that the greatest differences were in the same initial IRI segments range but with higher traffic. The fleet characteristics, their operating costs and their calibration coefficients should be considered in the analysis with the HDM-4 software, aiming at a good management in road maintenance. In view of the fact that traffic influences the results and can change the maintenance planning, one can perceive that the road manager control on actual loads being transported is important.

Kyoto University (京都大学) / 0048 / 新制・課程博士 / 博士(工学) / 甲第16377号 / 工博第3458号 / 新制||工||1523(附属図書館) / 29008 / 京都大学大学院工学研究科都市社会工学専攻 / (主査)教授 小林 潔司, 教授 大津 宏康, 教授 河野 広隆 / 学位規則第4条第1項該当