Yuderka Trinidad González, K. Briggs, A. Svalova, S. Glendinning
Earthwork assets, including cut slopes and embankments, are essential components of the infrastructure supporting road and rail transportation networks. Asset owners must assess the stability of these slopes as they deteriorate, to prevent unwanted slope failures. Assessing the stability of individual earthworks within a portfolio using slope stability analyses can be expensive and time-consuming. Hence, a Bayesian logistic regression model was developed to evaluate the probability of slope failure, using training data from published case histories of slope failures. The Bayesian model was then used to assess the probability of failure for the more specific case of clay cut slopes within a railway earthwork asset portfolio owned by Network Rail (NR). The portfolio includes earthworks at various stages of degraded strength and with different drainage conditions. The results from models with material properties that were equivalent to those for the deteriorated strength of clays compared most closely with clay cut slope failures within the NR dataset. Steeper slopes (>35 degrees) had the highest probability of failure, regardless of the drainage condition. However, for shallower slopes, the poorly-drained slopes had a ≈20% higher probability of failure than the well-drained slopes.
{"title":"Evaluating the likelihood of slope failure in ageing earthworks using Bayesian updating","authors":"Yuderka Trinidad González, K. Briggs, A. Svalova, S. Glendinning","doi":"10.1680/jinam.23.00005","DOIUrl":"https://doi.org/10.1680/jinam.23.00005","url":null,"abstract":"Earthwork assets, including cut slopes and embankments, are essential components of the infrastructure supporting road and rail transportation networks. Asset owners must assess the stability of these slopes as they deteriorate, to prevent unwanted slope failures. Assessing the stability of individual earthworks within a portfolio using slope stability analyses can be expensive and time-consuming. Hence, a Bayesian logistic regression model was developed to evaluate the probability of slope failure, using training data from published case histories of slope failures. The Bayesian model was then used to assess the probability of failure for the more specific case of clay cut slopes within a railway earthwork asset portfolio owned by Network Rail (NR). The portfolio includes earthworks at various stages of degraded strength and with different drainage conditions. The results from models with material properties that were equivalent to those for the deteriorated strength of clays compared most closely with clay cut slope failures within the NR dataset. Steeper slopes (>35 degrees) had the highest probability of failure, regardless of the drainage condition. However, for shallower slopes, the poorly-drained slopes had a ≈20% higher probability of failure than the well-drained slopes.","PeriodicalId":43387,"journal":{"name":"Infrastructure Asset Management","volume":"2014 1","pages":""},"PeriodicalIF":0.7,"publicationDate":"2023-07-20","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"86535827","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
H. Mehranfar, B. Adey, M. Burkhalter, Saviz Moghtadernejad
An important task of railway asset managers is to develop intervention programs. These interventions need to be developed considering network-level synergies and constraints, in addition to the condition of the assets and their optimal intervention strategies. Considering these concerns may lead to executing interventions earlier or later than specified in asset intervention strategies to reach optimality. Synergies include the fact that the simultaneous execution of more than one intervention only disrupts train movements once. Constraints include budget limits and not closing parallel lines simultaneously. Although many railway asset managers currently determine intervention programs in a rather qualitative iterative fashion, there is an increasing interest in exploiting digitalisation to improve the process. This interest has led to a rise in research focused on the development of mixed-integer linear programs to determine optimal programs more efficiently and effectively. These powerful models, however, still have issues with complicated intervention planning problems, making their use slower than desired. This paper investigates the potential use of Benders decomposition to accelerate the determination of optimal railway intervention programs for 2.2 km of the Irish Rail network. It is found that the optimal intervention program is determined up to 30% faster for the studied example.
{"title":"Benders decomposition to accelerate determination of optimal railway intervention programs","authors":"H. Mehranfar, B. Adey, M. Burkhalter, Saviz Moghtadernejad","doi":"10.1680/jinam.22.00039","DOIUrl":"https://doi.org/10.1680/jinam.22.00039","url":null,"abstract":"An important task of railway asset managers is to develop intervention programs. These interventions need to be developed considering network-level synergies and constraints, in addition to the condition of the assets and their optimal intervention strategies. Considering these concerns may lead to executing interventions earlier or later than specified in asset intervention strategies to reach optimality. Synergies include the fact that the simultaneous execution of more than one intervention only disrupts train movements once. Constraints include budget limits and not closing parallel lines simultaneously. Although many railway asset managers currently determine intervention programs in a rather qualitative iterative fashion, there is an increasing interest in exploiting digitalisation to improve the process. This interest has led to a rise in research focused on the development of mixed-integer linear programs to determine optimal programs more efficiently and effectively. These powerful models, however, still have issues with complicated intervention planning problems, making their use slower than desired. This paper investigates the potential use of Benders decomposition to accelerate the determination of optimal railway intervention programs for 2.2 km of the Irish Rail network. It is found that the optimal intervention program is determined up to 30% faster for the studied example.","PeriodicalId":43387,"journal":{"name":"Infrastructure Asset Management","volume":"17 1","pages":""},"PeriodicalIF":0.7,"publicationDate":"2023-07-20","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"90352490","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
High streets are a vital part of national identity and infrastructure. Responses to high street decline need to encourage stakeholder engagement. The prominence of local retail landlords as a key potential stakeholder group in smaller towns has been overlooked. Through a case study of Trowbridge, a small town in the UK, this research investigates local landlords’ contributions towards countering high street decline and their attitudes towards the challenges of maintaining healthy small-town centres. The primary qualitative data is gathered through local inspection and semi-structured interviews with local landlords. Secondary quantitative data includes ownership, vacancy, and occupier type. Local landlords are of particular importance, despite engaging insufficiently with wider regeneration schemes. Local landlords demonstrate a strong awareness of the causes of high street decline and local issues. They also desire improvements to the current conditions of the high street, for both philanthropic and business reasons. We conclude that local landlords are a significant group with the credible potential to implement changes. It informs analyses of other towns struggling to reinvigorate their centres. While the case study provides a rich picture and the results are largely generalisable, further research is needed to understand more about the role of local landlords across similar towns with respective idiosyncrasies.
{"title":"Are local landlords a solution to declining small-town high streets? – A study of Trowbridge, UK","authors":"Keegan Armstrong, G. Wiejak-Roy","doi":"10.1680/jinam.23.00014","DOIUrl":"https://doi.org/10.1680/jinam.23.00014","url":null,"abstract":"High streets are a vital part of national identity and infrastructure. Responses to high street decline need to encourage stakeholder engagement. The prominence of local retail landlords as a key potential stakeholder group in smaller towns has been overlooked. Through a case study of Trowbridge, a small town in the UK, this research investigates local landlords’ contributions towards countering high street decline and their attitudes towards the challenges of maintaining healthy small-town centres. The primary qualitative data is gathered through local inspection and semi-structured interviews with local landlords. Secondary quantitative data includes ownership, vacancy, and occupier type. Local landlords are of particular importance, despite engaging insufficiently with wider regeneration schemes. Local landlords demonstrate a strong awareness of the causes of high street decline and local issues. They also desire improvements to the current conditions of the high street, for both philanthropic and business reasons. We conclude that local landlords are a significant group with the credible potential to implement changes. It informs analyses of other towns struggling to reinvigorate their centres. While the case study provides a rich picture and the results are largely generalisable, further research is needed to understand more about the role of local landlords across similar towns with respective idiosyncrasies.","PeriodicalId":43387,"journal":{"name":"Infrastructure Asset Management","volume":"17 1","pages":""},"PeriodicalIF":0.7,"publicationDate":"2023-07-19","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"75710363","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Construction contributes to cities development. In Egypt, many projects had established using the accelerated method (ACM), others were traditional (TCM). Their life cycle cost (LCC) is analyzed to determine the benefit cost (BC) and decide the construction optimum way. In this paper, a Comparative study between LCC of ACM and TCM was held to improve the decision-making to form reasonable judgments on projects’ economics throughout their life cycle. The main question is what is the optimum way of construction to reach the highest benefit cost? Mustafa El-Nahass axis in Cairo studied, using LCC analysis to determine the development BC by analyzing the traffic impact before and after development. It was considered that operation cost (OC) of the axis were fuel and exhaust. Savings from OC by the ACM expressed by the case study BC. The main findings are that government entities should develop guidelines establishing the maximum time for construction. According to a prior study, extending construction time had no detrimental impact on public interest in these places. LCC study of the project was used to estimate this limit. This code specifies the regions to be classified based on traffic and population, and the maximum time for construction.
{"title":"Evaluating the effect of accelerated construction method on project life cycle cost","authors":"M. El-Far, R. Sabry, M. Kotb","doi":"10.1680/jinam.23.00021","DOIUrl":"https://doi.org/10.1680/jinam.23.00021","url":null,"abstract":"Construction contributes to cities development. In Egypt, many projects had established using the accelerated method (ACM), others were traditional (TCM). Their life cycle cost (LCC) is analyzed to determine the benefit cost (BC) and decide the construction optimum way. In this paper, a Comparative study between LCC of ACM and TCM was held to improve the decision-making to form reasonable judgments on projects’ economics throughout their life cycle. The main question is what is the optimum way of construction to reach the highest benefit cost? Mustafa El-Nahass axis in Cairo studied, using LCC analysis to determine the development BC by analyzing the traffic impact before and after development. It was considered that operation cost (OC) of the axis were fuel and exhaust. Savings from OC by the ACM expressed by the case study BC. The main findings are that government entities should develop guidelines establishing the maximum time for construction. According to a prior study, extending construction time had no detrimental impact on public interest in these places. LCC study of the project was used to estimate this limit. This code specifies the regions to be classified based on traffic and population, and the maximum time for construction.","PeriodicalId":43387,"journal":{"name":"Infrastructure Asset Management","volume":"60 1","pages":""},"PeriodicalIF":0.7,"publicationDate":"2023-07-06","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"78656963","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
D. Nepomuceno, P. J. Vardanega, M. Pregnolato, T. Tryfonas, J. Bennetts
The visual inspection of bridges is a major undertaking for asset owners and operators. In the UK, visual inspections require inspectors to visit bridges on-site and often at night and in unfavourable weather conditions. Therefore, it would be beneficial to move some of the visual inspection process off-site. This paper studies whether the defect classification aspects of the inspection process could be conducted remotely using photographs. This study examines the defect ratings assigned by ten survey participants who were tasked with examining photographs from visual inspections of ten UK bridges. The survey results were compared with the results from the general inspections previously carried out for the bridges in question. From this dataset, the differences in the ratings given and the extent to which defects are missed were examined. The results show that a higher number of defects were identified for a given bridge by the remote inspectors. Statistical analysis shows that aggregated defects rated by off-site inspectors tend to be more severe and of a higher priority rating compared to those from the on site inspectors. The results also indicate that there is closer agreement between on-site and off-site inspectors for defects of a higher severity rating.
{"title":"Viability of bridge inspectors determining defect ratings using photographic images","authors":"D. Nepomuceno, P. J. Vardanega, M. Pregnolato, T. Tryfonas, J. Bennetts","doi":"10.1680/jinam.23.00004","DOIUrl":"https://doi.org/10.1680/jinam.23.00004","url":null,"abstract":"The visual inspection of bridges is a major undertaking for asset owners and operators. In the UK, visual inspections require inspectors to visit bridges on-site and often at night and in unfavourable weather conditions. Therefore, it would be beneficial to move some of the visual inspection process off-site. This paper studies whether the defect classification aspects of the inspection process could be conducted remotely using photographs. This study examines the defect ratings assigned by ten survey participants who were tasked with examining photographs from visual inspections of ten UK bridges. The survey results were compared with the results from the general inspections previously carried out for the bridges in question. From this dataset, the differences in the ratings given and the extent to which defects are missed were examined. The results show that a higher number of defects were identified for a given bridge by the remote inspectors. Statistical analysis shows that aggregated defects rated by off-site inspectors tend to be more severe and of a higher priority rating compared to those from the on site inspectors. The results also indicate that there is closer agreement between on-site and off-site inspectors for defects of a higher severity rating.","PeriodicalId":43387,"journal":{"name":"Infrastructure Asset Management","volume":"51 1","pages":""},"PeriodicalIF":0.7,"publicationDate":"2023-06-16","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"91140249","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The water infrastructure value chain is hierarchical in South Africa, i.e. national, provincial and local government, based on administrative and political boundaries. Differential water use pricing recognises neither the full replacement nor full recovery costs. The mean water use charge for all the Water Management Areas (water basins or catchments) was US$0.185/m3 (SD = ±0.09), agriculture (irrigation) 20%. The mean annual bulk treated water use tariff was US$0.315/m3 (SD = ±0.242) and increases varied significantly, i.e. 14.33% (SD = ±20.57). The national mean domestic water use tariffs varied from US$0.238/m3 (SD = ±0.310) to US$0.988/m3 (SD = ±0.450) for the pre-determined water use blocks and increased between 13.6% (SD = ±7.7) to 16.9% (SD = ±0.4). Rural municipalities charged ca. 10% below the equivalent water use tariffs than urban areas. Commercial and industrial water use tariffs were higher than the domestic water use tariffs in the lower blocks and in line in the higher water use blocks, i.e. ca. 178.68% (SD = ±256.99). The water use multipliers varied substantially between 3 and 15, i.e. from raw water to municipal retail.
{"title":"Water use pricing and financing of water infrastructure systems in South Africa","authors":"C. Ruiters, Joe Amadi-Echendu","doi":"10.1680/jinam.21.00015","DOIUrl":"https://doi.org/10.1680/jinam.21.00015","url":null,"abstract":"The water infrastructure value chain is hierarchical in South Africa, i.e. national, provincial and local government, based on administrative and political boundaries. Differential water use pricing recognises neither the full replacement nor full recovery costs. The mean water use charge for all the Water Management Areas (water basins or catchments) was US$0.185/m3 (SD = ±0.09), agriculture (irrigation) <US$0.002/m3, forestry <US$0.001/m3 ([Formula: see text] = 0.0006; SD = ±0.0004), and 0.0553 US$/m3 (SD = ±0.066) for domestic and industrial. The mean year-on-year increases for water use was >20%. The mean annual bulk treated water use tariff was US$0.315/m3 (SD = ±0.242) and increases varied significantly, i.e. 14.33% (SD = ±20.57). The national mean domestic water use tariffs varied from US$0.238/m3 (SD = ±0.310) to US$0.988/m3 (SD = ±0.450) for the pre-determined water use blocks and increased between 13.6% (SD = ±7.7) to 16.9% (SD = ±0.4). Rural municipalities charged ca. 10% below the equivalent water use tariffs than urban areas. Commercial and industrial water use tariffs were higher than the domestic water use tariffs in the lower blocks and in line in the higher water use blocks, i.e. ca. 178.68% (SD = ±256.99). The water use multipliers varied substantially between 3 and 15, i.e. from raw water to municipal retail.","PeriodicalId":43387,"journal":{"name":"Infrastructure Asset Management","volume":"41 1","pages":""},"PeriodicalIF":0.7,"publicationDate":"2023-05-15","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"79154363","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The planning of a new harbour should be performed by applying high attention to minimise the transportation time and cost during its lifetime. An algorithm is proposed to determine the most suitable location to construct new commercial harbours and ports. To determine the most suitable location for new harbours locally, a simplified simulation method is prepared to compute the characteristics of sea waves. In the proposed global model, the distribution of population, the transportation price, capacities of existing harbours, and the demands for export/import cargos are employed as the main factors. In this model, an index called the total transportation price index (TTPI) is introduced. TTPI is calculated and examined for any potential location where the new harbour or port might be constructed. The proposed model has been validated by applying it to a case study for the conditions of several big commercial harbours of the Persian Gulf on Iran’s coastlines. The case study indicates that the position of the Port of Imam Khomeini is the most suitable technically. This study shows that the Chahbahar Port has the worst location to serve the entire country and should be limited to serving locally to the nearby provinces.
{"title":"An algorithm to determine the most suitable location to construct new commercial harbours","authors":"K. Sadeghi, Fatemeh Nouban","doi":"10.1680/jinam.22.00040","DOIUrl":"https://doi.org/10.1680/jinam.22.00040","url":null,"abstract":"The planning of a new harbour should be performed by applying high attention to minimise the transportation time and cost during its lifetime. An algorithm is proposed to determine the most suitable location to construct new commercial harbours and ports. To determine the most suitable location for new harbours locally, a simplified simulation method is prepared to compute the characteristics of sea waves. In the proposed global model, the distribution of population, the transportation price, capacities of existing harbours, and the demands for export/import cargos are employed as the main factors. In this model, an index called the total transportation price index (TTPI) is introduced. TTPI is calculated and examined for any potential location where the new harbour or port might be constructed. The proposed model has been validated by applying it to a case study for the conditions of several big commercial harbours of the Persian Gulf on Iran’s coastlines. The case study indicates that the position of the Port of Imam Khomeini is the most suitable technically. This study shows that the Chahbahar Port has the worst location to serve the entire country and should be limited to serving locally to the nearby provinces.","PeriodicalId":43387,"journal":{"name":"Infrastructure Asset Management","volume":"128 1","pages":""},"PeriodicalIF":0.7,"publicationDate":"2023-05-09","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"88698373","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Sarfaraz Ahmed, P. Vedagiri, V. Kakade, K. K. Krishna Rao
The accurate measurement of pavement distresses is essential for setting preservation and rehabilitation priorities. The manual measurement of surface distresses is the most commonly used method for evaluating the severity of pavement distresses. However, the manual method has less accuracy and consistency. So that in the present study, the images of different pavement distresses, potholes, cracking, patching, and ravelling for the selected sections were captured using terrestrial laser scanner (TLS). The surface area of these distresses was measured in Leica Cyclone software. The obtained results were validated by collecting a similar distress pattern at a different location using the same equipment. The measured surface area is executed in a GIS platform to develop an automated database for the prioritization of selected pavement sections of Mumbai city for pavement maintenance. It was observed that the TLS technique could be used effectively for safer and more accurate surface distress measurement.
{"title":"Pavement surface distress evaluation using terrestrial laser scanner","authors":"Sarfaraz Ahmed, P. Vedagiri, V. Kakade, K. K. Krishna Rao","doi":"10.1680/jinam.22.00014","DOIUrl":"https://doi.org/10.1680/jinam.22.00014","url":null,"abstract":"The accurate measurement of pavement distresses is essential for setting preservation and rehabilitation priorities. The manual measurement of surface distresses is the most commonly used method for evaluating the severity of pavement distresses. However, the manual method has less accuracy and consistency. So that in the present study, the images of different pavement distresses, potholes, cracking, patching, and ravelling for the selected sections were captured using terrestrial laser scanner (TLS). The surface area of these distresses was measured in Leica Cyclone software. The obtained results were validated by collecting a similar distress pattern at a different location using the same equipment. The measured surface area is executed in a GIS platform to develop an automated database for the prioritization of selected pavement sections of Mumbai city for pavement maintenance. It was observed that the TLS technique could be used effectively for safer and more accurate surface distress measurement.","PeriodicalId":43387,"journal":{"name":"Infrastructure Asset Management","volume":"284 1","pages":""},"PeriodicalIF":0.7,"publicationDate":"2023-05-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"77588686","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Fast-track construction projects that begin with inadequate design information have become more common in response to rising construction industry demand. Fast-tracking shortens project duration while increasing rework. To achieve project deadlines while minimizing rework, specialists must select the best fast-tracking strategy. As a result, a questionnaire was developed to assess the success characteristics of fast-track construction and to provide constraints for these features and variables in national construction projects. National construction projects address specified government needs or investments in order to maximize the national return. The surveys limit these factors by specifying maximum and minimum percentages. These percentages were chosen in order to expedite project building. Period varies in national projects from the typical construction approach to the shortest time we can achieve with a plan. Cost and quality are within 20% and 10% of national project traditional construction methods, respectively. The best setting for various construction projects is determined by this proportion. It is preferable to use these percentages as a reference to complete construction projects in the shortest amount of time, with the highest quality, and at the lowest cost. This questionnaire was completed by sixteen building experts. Google Forms questionnaire was completed by 211 persons. This clarifies the results and construction variables time, cost, and quality.
{"title":"Controlling of fast-track construction method variables (time, cost, and quality)","authors":"M. El-Far, M. Kotb, R. Sabry","doi":"10.1680/jinam.23.00001","DOIUrl":"https://doi.org/10.1680/jinam.23.00001","url":null,"abstract":"Fast-track construction projects that begin with inadequate design information have become more common in response to rising construction industry demand. Fast-tracking shortens project duration while increasing rework. To achieve project deadlines while minimizing rework, specialists must select the best fast-tracking strategy. As a result, a questionnaire was developed to assess the success characteristics of fast-track construction and to provide constraints for these features and variables in national construction projects. National construction projects address specified government needs or investments in order to maximize the national return. The surveys limit these factors by specifying maximum and minimum percentages. These percentages were chosen in order to expedite project building. Period varies in national projects from the typical construction approach to the shortest time we can achieve with a plan. Cost and quality are within 20% and 10% of national project traditional construction methods, respectively. The best setting for various construction projects is determined by this proportion. It is preferable to use these percentages as a reference to complete construction projects in the shortest amount of time, with the highest quality, and at the lowest cost. This questionnaire was completed by sixteen building experts. Google Forms questionnaire was completed by 211 persons. This clarifies the results and construction variables time, cost, and quality.","PeriodicalId":43387,"journal":{"name":"Infrastructure Asset Management","volume":"42 1","pages":""},"PeriodicalIF":0.7,"publicationDate":"2023-04-28","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"81011527","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The adoption of machine learning in transportation asset management is hindered by the perception of being a black box, the natural resistance to change, and the challenges of integration with existing management systems. This paper aims to enhance the understanding of machine learning and provide guidance for the development and implementation of machine learning to support decision-making in the management of highway pavements and bridges. The paper identifies successful research efforts using machine learning, identifies opportunities and challenges in adopting machine learning, and derives recommendations on when and how to apply different machine learning algorithms to support asset management decisions. Four main challenges were identified: the trade-off between accuracy and interpretability, the shortage of machine learning engineers, data quality, and the limitations of machine learning algorithms. Although the complexities associated with training machine learning algorithms challenge the short-term implementation, machine learning offer a wide range of opportunities when compared to traditional approaches. The development of hybrid systems combining machine learning algorithms with expert opinions and traditional approaches seems a reasonable step forward to support agencies asset management decisions.
{"title":"Machine learning to enhance the management of highway pavements and bridges","authors":"M. Bashar, C. Torres-Machí","doi":"10.1680/jinam.22.00031","DOIUrl":"https://doi.org/10.1680/jinam.22.00031","url":null,"abstract":"The adoption of machine learning in transportation asset management is hindered by the perception of being a black box, the natural resistance to change, and the challenges of integration with existing management systems. This paper aims to enhance the understanding of machine learning and provide guidance for the development and implementation of machine learning to support decision-making in the management of highway pavements and bridges. The paper identifies successful research efforts using machine learning, identifies opportunities and challenges in adopting machine learning, and derives recommendations on when and how to apply different machine learning algorithms to support asset management decisions. Four main challenges were identified: the trade-off between accuracy and interpretability, the shortage of machine learning engineers, data quality, and the limitations of machine learning algorithms. Although the complexities associated with training machine learning algorithms challenge the short-term implementation, machine learning offer a wide range of opportunities when compared to traditional approaches. The development of hybrid systems combining machine learning algorithms with expert opinions and traditional approaches seems a reasonable step forward to support agencies asset management decisions.","PeriodicalId":43387,"journal":{"name":"Infrastructure Asset Management","volume":"29 1","pages":""},"PeriodicalIF":0.7,"publicationDate":"2023-04-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"81391397","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
京公网安备 11010802042870号
京ICP备2023020795号-1
扫码关注我们
求助内容：
应助结果提醒方式：