International Comparative Study of Highway Maintenance Strategy
Abstract
Traditionally, the road sector only when the road driving conditions and when the level of structural damage to the poor to take appropriate conservation measures, the reconstruction of the so-called light support. The purpose of conservation is to repair structural damage, Treatment of diseases that can be observed, such as rutting, cracking and so on. This is a cost-and time-consuming way to conservation, and interference with traffic, to the people's economic activities and living inconvenience.In other countries, more and more roads department finds, using a series of low-cost preventive maintenance methods extend the pavement life. The conservation project is also a good investment projects, and received the support of road users and improve user satisfaction.
Key words : Pavement Maintenance Management and Strategy The establishment of the Conservation Fund Materials Selection Policy The structural design of pavement maintenance strategy
Traditionally, the road sector only when the road driving conditions and when the level of structural damage to the poor to take appropriate conservation measures, the reconstruction of the so-called light support. The purpose of conservation is to repair structural damage, Treatment of diseases that can be observed, such as rutting, cracking and so on. This is a cost-and time-consuming way to conservation, and interference with traffic, to the people's economic activities and living inconvenience.In other countries, more and more roads department finds, using a series of low-cost preventive maintenance methods extend the pavement life. The conservation project is also a good investment projects, and received the support of road users and improve user satisfaction.
An overview of the three road
France's highway system was built in the 20th century, 60 years, the road was built after 1980 the life expectancy of 30 years, due to the construction of road network a relatively short time, the total traffic is very good. The National Highway networks for 40% of the traffic, the road network 90% of the road to asphalt concrete pavement.
French road network includes: 10711km toll roads, 2500km of non-toll roads, 28000km provincial, 316000km county and township roads, 580000km urban roads.
The implementation of various roads in France, classified management, and have their different objectives and the level of service requirements, taxes, fees and charges due to the guarantee, the conservation level of toll roads generally higher than other road maintenance standards. Countries have introduced the focus on road maintenance and development, quality assurance contractor obligations of both the bear and also the development of various conservation techniques, through the application of the national road maintenance recommended by new technology and new products for better efficiency.
Republic of South Africa road network is divided into national, provincial and local roads. National road network consists of 19000km of the trunk road. South African
National Roads Authority manages approximately 7000km of roads, other roads managed by the provinces. The function of the state highway network is to serve the state functions. National Roads Authority is a registered company, its shares exclusively held by the State Department of Transportation, its operation for economic activities and not government action. Provincial road about 170000km, local roads around 350000km, local roads in the road surface of about 64000km. Road financing, construction, maintenance and management is a provincial responsibility.
Seal coat roads in the national highway, 45%, 46% of asphalt concrete pavement, concrete pavement and 8.7%, while 0.3% of continuous reinforced concrete pavement. South Africa has 100 km of flexible pavement subgrade, 30 km of the built-in concrete layer (thickness of 160 ~ 230 mm) of the flexible pavement.
Australia's road network by the state, interstate and local road system components, the national road system, including the road connecting the states, the function defined by the federal government to serve the needs of countries. Responsible for conservation of the national road system borne by the states, conservation funding by the Government. State conservation system for other tasks within the state trunk highway services. Traffic more than 75% conservation by the state road network commitment. States into smaller regions by the local management of the conservation of the state road system. Cities and local governments manage local road system, state highway distribution shown in Table 1. State standards through appropriate conservation strategies and evaluation of road maintenance operations, and achieved good results. For example, Victoria Highway to the daily maintenance costs from 1993 to 920 $ / km per lane reduced to 730 in 2000 $ / km per lane.
2 Pavement Maintenance Management and Strategy
2.1 Pavement Maintenance Management
In France, in addition to grass cutting, winter maintenance, sign maintenance, refuse removal, the majority of maintenance work by way of contract management.Therefore, the provider of franchise is usually the combination of the contractor and the tax administrators. Department of Transportation annual user survey, so that other road users on road issue on a set of questions. Asked the same question every year in order to identify trends, check quality of service. Survey in the highway system each year 10,000 users, the road system in the country investigating another 20,000 users.According to the survey results to modify the conservation department of conservation priority sequence and budget. For local and municipal roads, the user can evaluate the gas station to get the card and according to their own advantages and disadvantages will be evaluated. The total road network in France has 7186km of roads by the builders or operators of all and operations. Users a fee per kilometer to compensate for the investment, construction, operation and maintenance costs, and obtain a profit. Building operators in the road system and allow it to sell shares of their own level according to various needs road maintenance, building operators in general are reliable and trustworthy. Operator in the French government holds shares in construction, more than half of the budget by the tax commitment. This cooperation proved to be successful.
French operators were involved in building design and construction of the road. This unique contractors / owners and the encouragement of the innovation activities, and
construction methods have produced many patents and hybrid materials.
In South Africa, Ministry of Transport and provincial governments to rely on professional consultants to carry out road design, analysis, and site construction management, by the franchisees to build, operate, transfer facilities, way more and more popular. Construction and operation to ensure that use of the road performance-based contract, concession contracts are in full responsibility of maintenance of the road, the longest term of the contract up to 30 years. This approach not only in the case of a tight budget the funds needed to provide road construction, and the return of the government for a certain percentage of profit sharing and access to the concession revenue.
The general trend in Australia is the road design, construction and maintenance of the privatization. The degree of privatization of the situation with the state vary, national statistics show that the management of lower maintenance costs. Western Australia more than 90% of road maintenance contract management services to achieve, so that employees decreased from 2,500 to 700. Government management capacity of the normal maintenance contracts worried at first, but in practice this management style proved to be successful.
Road maintenance contracts in Australia have the following types:
(1) a solicitation of the contract (Single-invitation contracts), which is the negotiation with the local government contracts. Because of the sparsely populated rural areas, lack of support the local economy, the contract requires consultation with the local government to support the local economy. This approach is suitable for the local road network maintenance management.
(2) road maintenance contract performance specifications (Performance-specified maintenance contracts), based on roughness, cracking, rutting, pavement structure, performance requirements, and other conservation measures, the daily long-term (10 years) contract.
(3) program fixed contract (Scheduled-rate contracts), road maintenance and reconstruction projects to the unit operating cost of the certainty of a fixed plan based on the contract.
(4) compensation contract (Tendered contracts), legal tender contract.
2.2 The establishment of the Conservation Fund
In France, all taxes (including fuel tax) are included in the budget, including roads, including the total funds. Preventive Maintenance Fund for road use mainly demand-based rather than based on road conditions. Specification method in accordance with local road maintenance level of choice. Repair or structural maintenance funds based on the establishment of the road. In both cases, the funds extracted from the General Fund, the use of funds-scale conservation assessment of the way through the government decision.
Conservation to capitalize on the toll road, and predictable. However, analysis shows that in 2001 the government, the state highway network is still not enough to prevent the conservation funds.
South African Government's policy is to promote social justice, sustain economic development, promoting employment and wealth redistribution. Therefore, the social needs of high priority, and for transportation to the country's economic development the
role of inadequate attention.
In South Africa, not specifically for road construction and maintenance of sources of funding, three years of conditional transfer of power can only provide limited funding, the state road can be obtained from the central budget appropriate funds, but there is no fixed method or quantity. Countries have also allocated funds to provincial governments, road construction and maintenance of the amount of money by the government decision. In most cases, taxes can only be spent on toll roads.
In Australia, road tax from the fuel, vehicle sales, franchise, and get paid into the general revenue of the Government, through the federal budget funds allocated to the states. Responsible for conservation of the national road network by the state https://www.doczj.com/doc/069016764.html,work management from the federal government funds, but in most cases, the funds provided by the network infrastructure for the full maintenance is not enough, some states have the ability to provide appropriate subsidies for the shortfall, while other states are allocated according to funds through the development of road maintenance program to determine the optimal plan. Money is not entirely in accordance with the results of pavement management system for distribution analysis, in most cases, the states most of the money spent on the road rather than the prevention of conservation spending in the overhaul projects.
2.3 The structural design of pavement maintenance strategy
Structural design of the road in France, its strategy is to build a solid road base to be able to each have 10 or 15 years need to repair the wear and tear on the road, once every 20 years, structural resurfacing overlay, the road not usually reconstruction renovation project, according to the thickness of the different road design overlay different types of conservation (TLC, thin layer, etc.) process. National road network overhaul work within the system by the state highway departments select OK.Disposal methods other road maintenance decision by the local administration.
Conservation measures road surface characteristics mainly in terms of quality improvement, for example, increased friction, reduce noise, improve the bearing capacity. Stressed the importance of these characteristics reflect the requirements of the Ministry of Transport to improve safety, protect the environment, improve the efficiency of public services, the national road maintenance targets.
In South Africa, in order to prevent aggregate loss, widely used method of aggregate pre-wrap. By way of pre-mixed aggregate hot mix and asphalt overlay of roads early.Pavement Maintenance Treatment of the initial research and experience is summed up in selected on the basis of various surface sealing layer. Each conservation project is to establish design specifications, applications based on the decision tree method of. The concept of road construction projects in Australia is to build solid foundation, primary and high strength thin layer of asphalt road wear. In New South Wales, the road transport sector study and formulate the basis of conservation, including 5-year plan, including strategic planning. The road system based on performance requirements planning, road characteristics and road conditions in the evaluation and impact assessment of public interest requirements of various road maintenance.
Suburbs in Western Australia is the most common maintenance milling surface, the internal stress absorbing interlayer + Overlay (30mm) of the structure. For low traffic
volume roads, the use of double layer of gravel and sealed road access to a good performance, gravel seal coat life expectancy is 12 to 15 years, asphalt overlay (resurfacing) life expectancy of 20 years. In order to prevent infiltration of surface water lower, regular pavement crack repair, maintain the roadbed due to dry is a key issue. Victoria road sector strategy for the conservation plan by the 6 years, whose goal is to maintain the road network of the international roughness index of 4.2 m / km or less. Since 1994, each year 10% of the road network under the protection of the strategic plan.
2.4 Materials Selection Policy
In France, the selection of high-quality aggregate is very important, it is the road construction and maintenance of the basis of performance and service life, including breaking the fine gradation mixture, typical French pavement structure and materials shown in Table 2. For the micro-surfacing, the use of penetration of emulsified asphalt for the 50-70/70-100. Frequent use of fiber materials to improve the material viscosity, the addition of fiber material with a standard slurry seal machine connected to add the agencies to complete.
South Africa's road maintenance methods, including the critical success factors for high quality aggregate investment, even need the expense of transportation far, while the size and aggregate gradation given sufficient attention. 100% of specifications stone broken through the 200 # sieve aggregate not more than 0.5%, some surface layer of Treatment with a maximum size of 19mm in the aggregate.
Mainly used for fog seal emulsion layer, regeneration agent used for general sealing layer, most of the surface using the modified asphalt, asphalt rubber, asphalt and other types of widely used heat from the surface layer to the basic mixture were applied.
Australia in the gravel and hot asphalt seal coat mixture widely used in polymer modified asphalt, the main use for the gravel layer of hot asphalt sealing. Also use some of emulsified asphalt. Use some different types of additives on asphalt modification, such as SBS, SBR, EVA, EMA and rubber powder, rubber powder which is the SBS and the two most widely used additives. The same is true of the hot asphalt mixture. SBS The most common types of modifiers, 170 # (80 to 100 penetration), 320 # (penetration of 50 to 60) and 600 # (penetration 40), the weight of the polymer is usually 6%, rubber powder addition level of 16% to 20%.
In general, the quality of Australia and across the layer aggregate gradation requirements are very strict. For example, gravel seal coat aggregate requires slip resistance, clean (200 # sieve through the maximum rate of 0.5%), maximum aggregate size of 10 mm or 14 mm, and a single size. In most cases, pre-crushed stone and asphalt overlay to improve the adhesion and the early opening of traffic.Local gravel often has a high water permeability, this place is the use of roadbed material waterproof Australia attaches importance to the conservation and wider use of road gravel seal coat for a reason.
If the local poor quality subgrade materials, they will use a variety of materials, its stability and stable handling, the stability of materials including lime, dust, asphalt and cement. In some areas, with 2% of Aggregate Base cement for stabilization, and to accumulate in the quarry for hydration treatment.
In New South Wales, based upon the broken rocks such as basalt, andesite Dan Ruying
intermediate rock, and not commonly used in acidic rocks such as granite is used for asphalt and fog seal coat, the low traffic volume roads using broken stones river. In addition, the specifications of aggregate for the surface layer to increase and improve slip resistance coefficient of friction. In Western Australia suburbs, sometimes using natural gravel primary shear asphalt coating, cover with river sand, and then open traffic from 6 to 8 months, and finally in its last paving stone seal coat layer as a surface wear layer. Pavement Management System 2.5
French research and development and use of a dedicated road testing equipment, collected a large number of roads and road conditions on a variety of data, every three years on an evaluation of the entire road system. France's ultimate goal is the application of the road pavement maintenance management system to determine methods of providing information on road conditions.
South Africa's road detection system using the latest technology, computer programs, and global positioning technology. The information collected is used to detect the road system position, predict the service life of the road, choose a future conservation projects. Through well-designed procedures for the determination of the cost-effectiveness of pavement maintenance operations.
Pavement management system application program generates two-step processing and a variety of strategies to optimize, optimization program can help in a given budget targets, select the most economical maintenance strategies. Even the pavement management system to determine the optimal strategy, but also the final selection by the construction site investigation work plan to review the final evaluation of this choice, and the final project be modified to meet local needs and conditions.
A key part of pavement management system - road conditions analysis is a visualization of the annual evaluations, based on national standards, through the evaluation of personnel training and certification to ensure the consistency of the provinces of evaluation results. Evaluation and mechanical measurement in combination, in order to calculate the traffic index. Mechanical measurement of the road every 2 to 3 years once, including horizontal and vertical section of the road test.Traffic Index for the scale of the available funds on the basis of the calculation formula for preventive maintenance optimization.
Australian states are using various data collection systems. The data collected include (but are not limited to these) roughness, rutting, strength (deflection), the structure, cracks, friction, and seal coat life. Queensland developed the software for internal use as a road maintenance policy and strategy at the state and local levels of decision support tools, other states, the appropriate use commercially available software similar work done.
3 Summary and Recommendations
The above three countries in terms of road maintenance can make the following summary of features:
(1) national road network have implemented long-term pavement design and construction contract management. This decision ensures these countries to focus on the pavement surface maintenance activities, thereby protecting the huge investment the lower road. In this way, but also promoted the wider use of low-cost, crack repair and maintenance of new technologies such as thin-layer overlay, which replaces the costly overhaul of the
various road projects.
(2) In the high-strength pavement conditions, highway departments to timely use of relatively low cost of crack repair and Overlay use these renewable cycle of conservation technology. In most cases, the road is the road sector overhaul of a small part of conservation plans, therefore, highway departments can focus on the development of pavement maintenance techniques.
(3) asphalt and aggregate in terms of the three countries to use only high quality materials. General use and tested by crushing aggregate and polymer modified asphalt binder, which have strict norms to guarantee. Have provided the source material, but does not exclude the use of project site farther away from the source of quality materials. (4) apply preventive conservation techniques under the conditions of the contract guarantee period is usually 4 years. Performance of the secured road friction, rutting, and smoothness. Responsibility for road maintenance contractor with time and traffic volume increases. Another effect is the use of security contractors and material suppliers for material and mixture of active improvement.
(5) France adopted the so-called contract system reform, through the contract system of government and corporate risk-sharing experiment, the development of new and innovative products. Requires annual publication of proposed new products, maintenance, implementation of the corresponding test, conduct research, shared by the government and enterprises the cost. Use of successful products in the country and incorporated into preventive maintenance program.
Learn from the experience of more than three road maintenance and management, to propose the following for domestic reference.
(1) in different parts of the country and create a thick foundation of thick grass-roots model projects in order to determine the effectiveness of the design.
(2) to study and experiment with various forms of contract, a new model of conservation and management, road maintenance into the road design, construction and operation of a unified system.
(3) discuss the use of long-term road maintenance contracts of the form, the possibility of the implementation of model projects.
(4) strengthen the concept of preventive maintenance, research and promote a variety of stone sealing layer technology applicability and economy. Encourage the use of gravel asphalt seal coat binder. Evaluation of the various gravel seal coat design practice, and consider its application to prevent water seepage on the embankment or the grassroots.
(5) encouraging the use of high-quality aggregate to extend pavement life.
(6) the establishment of the transport sector, universities and conservation products manufacturing enterprises long-term mechanism of cooperation in scientific research, development situation of China's road maintenance for new equipment and new technology.
(7) research and development of traffic detection equipment and the corresponding traffic analysis software, assessment tools and efficiency to improve the road and realize the scientific management of road maintenance and modernization.
国际公路养护策略比较研究
摘要：传统上，公路部门只有当路面行驶状况和结构损坏到较差水平时才采取相应的养护措施，即所谓的重建轻养。养护的目的是维修结构破坏、处治那些可观测病害，如车辙、裂缝等。这是一种高成本、费时的养护方式，并且干扰交通，给人们的经济活动和生活带来诸多不便。在国外，越来越多的公路部门发现，采用一系列低成本的预防养护方法可延长路面的使用寿命。这些养护工程也是很好的投资项目，并且得到了公路用户的支持，提高了用户的满意度。
关键词：路面养护管理模式与策略养护基金结构设计策略材料的选择策略
传统上，公路部门只有当路面行驶状况和结构损坏到较差水平时才采取相应的养护措施，即所谓的重建轻养。养护的目的是维修结构破坏、处治那些可观测病害，如车辙、裂缝等。这是一种高成本、费时的养护方式，并且干扰交通，给人们的经济活动和生活带来诸多不便。在国外，越来越多的公路部门发现，采用一系列低成本的预防养护方法可延长路面的使用寿命。这些养护工程也是很好的投资项目，并且得到了公路用户的支持，提高了用户的满意度。
1 三国公路概况
法国的公路体系始建于20世纪60年代，1980年以后所建路面的期望寿命为30年，由于公路网的建设时间相对较短，其总的路况相当好。国家公路网承担了40%的交通量，路网中90%的路面为沥青混凝土路面。
法国公路网包括：10711km收费公路，2500km非收费公路，28000km省道，316000km
县乡公路，580000km城市道路。
在法国各种道路实行分类管理，并具有各自不同的服务目标和水平要求，由于有收费税金的保证，收费公路的养护水平一般均高于其它道路的养护水平。国家实行了公路养护的集中研究和发展，承包人既承担着质量保证义务又要发展各种养护技术，通过应用国家推荐的公路养护新工艺和新产品获得更好的效益。
南非共和国公路网分为国道、省道和地方道路。国家公路网包括19000km的主干道路。南非国家公路局管理约7000km的道路，其余公路由各省管理。国家规定公路网的功能是服务于国家职能。国家公路局为一注册公司，其股份由国家运输部独家持有，其运作为经济活动而非政府行为。省级道路大约170000km，地方道路约350000km，地方道路中有路面道路约64000km。道路的筹资、建设、养护和管理由各省负责。
国家公路中封层路面为45%，沥青混凝土路面占46%，水泥路面为8.7%，另有0.3%的连续钢筋混凝土路面。南非有100 km的柔性路基混凝土路面，30 km的内置混凝土层（厚160～230 mm）的柔性路面。
澳大利亚公路网由国家、州际和地方道路系统组成，国家道路系统包括与各州相连接的道路，其功能由联邦政府定义为服务于国家的需要。国家道路系统的养护责任由各州承担，养护资金由政府提供。州养护系统的其它任务是为州内的干线公路服务。75%以上的交通量
由各州养护的公路网承担。各州划分成更小的区域，并由地方管理州内道路系统的养护。城市和地方政府管理地方道路系统，各州公路分布如表1所示。
各州通过相应的标准制定路面养护策略和评价养护作业，并取得了良好的效果。例如，维多利亚州公路局把日常养护成本从1993年的920$/每车道公里降低到了2000年的730$/每车道公里。
2 路面养护管理模式与策略
2.1 路面养护管理模式
在法国，除了剪草、冬季养护、标志维护、垃圾清理外，大部分养护作业以合同方式管理。因此，特许经营权的提供者一般是承包商与税费管理者相结合。运输部每年进行用户调查，使公路用户在道路以外对一组问题进行提问。每年询问同样的问题以便确定发展的趋势，检查服务质量。每年在高速公路系统调查10000名用户，在国家道路系统调查另外20000
名用户。养护部门依据调查结果修改养护优先项目序列和预算。对于地方和市政道路，用户可在加油站获取评价卡片并根据自己的意愿进行优缺点评价。
法国在总路网中有7186km的道路由建筑商或经营商所有和运营。对用户每公里收取一定的费用以补偿投资、建设、运营和养护成本，并获取一定的利润。建筑运营商在道路系统可出售股份并允许其根据需要自行雇用人员进行各种路面维修工程，建筑经营商总的来说是可靠守信的。法国政府在建筑经营商公司持有股份，多于半数的预算由税收承担。这种合作方式证明是成功的。
法国的建筑经营商均参与道路的设计和施工。这种独特的承包商/业主关系鼓励了革新活动，并已产生许多专利施工方法和混合材料。
在南非，运输部和各省政府依靠专业顾问进行道路设计、分析和现场施工管理，由特许经营者进行建设、运营、转让设施的方式越来越流行。施工和经营采用以路用性能保证为基础的合同制，特许经营者在合同期对路面的养护负全责，最长合同期限可达30年。这种方式不仅能在预算紧张的情况下提供道路建设所需资金，而且政府可按一定返还比例分享特许权的利润并获得税收。
澳大利亚总的趋势是道路设计、施工和养护的私有化。私有化的程度随各州情况的不同而有所不同，国家的统计数据表明这种管理方式降低了养护成本。西部澳大利亚州90%以上的公路养护业务实现了合同化管理，从而使雇员从2500人减少到了700人。政府对养护合同的正常管理能力起初有所担心，但实际上这种管理方式证明是成功的。
在澳大利亚公路养护合同有如下类型：
（1）一次邀约合同（Single-invitation contracts），这是与地方政府谈判协商的合同。因为农村人口稀少，地方经济缺乏支持，合同需要与地方政府协商以支持地方经济。这种方式适合于地方公路网的养护管理。
（2）路面性能规范养护合同（Performance-specified maintenance contracts），基于平整度、裂缝、车辙、结构等路面性能指标要求以及其它日常养护措施的长期（10年）合同。
（3）计划定额合同（Scheduled-rate contracts），以公路养护和改造项目的单位作业成本定额为基础的确定性计划合同。
（4）赔偿合同（Tendered contracts），法定投标合同。
2.2养护基金的设立
在法国，所有税收（包括燃油税）均纳入包括道路预算在内的总基金中。预防养护基金
主要以道路使用需求为基础而不是以路况为基础。养护规范方法依照地方道路级别选择。大修或结构维修基金的设立以路况为基础。在以上两种情况下，资金从总基金中提取，养护资金的使用规模通过政府评审的途径决定。
收费公路的养护资金充实，并且可以预测。尽管如此，2001年政府分析报告表明，国家公路网的预防养护仍然得不到足够的资金。
南非政府的政策是促进社会公正、维持经济发展，促进就业和财富的再分配。因此，社会的需求具有很高的优先权，而对于交通运输对国家经济发展所起的作用重视不够。
在南非，没有专门用于道路建设和维修的资金来源，三年的有条件转让权只能提供有限的资金，国家道路可从中央预算中获得适度的资金，但没有固定的计算方法或数量。国家也为各省政府划拨资金，道路建设和维修的资金数量由各省政府决定。在大多数情况下，税费只能花在收费道路上。
在澳大利亚，公路税收从燃油、汽车销售、特许经营权发放中获取并纳入到政府总的财政收入中，资金通过联邦政府预算划拨给各州。
国家道路网的养护责任由各州政府负责。路网的管理资金来源于联邦政府，但在大多数情况下所提供的资金对于路网设施的充分维护是不够的，有些州有能力对于不足部分给予适当补助，而其它州则根据所划拨的资金通过制定最优计划确定道路养护方案。资金并不是完全按照路面管理系统分析的结果进行分配的，在大多数情况下，各州把大部分资金花费在对道路的预防养护方面而不是花费在中大修工程上。
2.3 路面养护的结构设计策略
在法国的道路结构设计中，其策略是修建坚固的道路基层，以便能够每过10或15年才需要对路面磨损进行修复，每20年进行一次结构性重铺罩面，通常不进行路面的重建改造工程，根据不同的道路设计厚度采用不同类型的罩面养护（薄层、超薄层等）工艺。国家公路网系统内的大修工程由国家公路管理部门选择确定。其它道路的维护处置方法由地方管理部门决定。
路面养护措施主要集中在路面的特性质量改善方面，例如，提高摩擦阻力、降低噪声、提高承载能力等。强调这些特性的重要性反映了运输部要求的提高安全性、保护环境、提高公共服务效率的国家公路养护目标。
在南非，为了防止骨料损失，广泛采用了预先裹敷骨料的方法。通过热拌方式预先混合骨料和沥青完成道路的初期罩面。最初的路面养护处治方法是在研究和经验总结基础上选择的各种表面封层技术。每一个养护项目都是在建立设计规范、应用决策树方法的基础上进行的。
澳大利亚道路建设工程的理念是建设基础厚实的、具有高强度基层和薄沥青磨耗层的道路。在新南威尔士，道路交通部门研究制定了包括基础养护5年计划在内的战略规划。这一规划根据道路系统性能要求、道路特点和路况的评价以及社会公共利益的影响评估各种道路养护需求。
在西澳大利亚郊区最常用的维修方法是铣削面层，采用内部应力吸收隔层+薄层罩面（30mm）的结构。对于低交通量路段，采用双层碎石封层并获得了良好的路面性能，碎石封层的预期寿命为12～15年，沥青混合料罩面（重铺）预期寿命为20年。为了防止雨水渗入路面下层，经常进行路面裂缝修补，因为保持路基的干燥是一个关键问题。维多利亚公路部
门的养护策略由6年计划所组成，其目标为，保持路网的国际平整度指数在4.2 m/km以下。自1994年以来，每年有10%的路网受到这一战略计划的保护。
2.4材料的选择策略
在法国，选用高质量的骨料非常重要，它是道路施工和养护性能与服务寿命的基础，其中包括断级配的细混合料，法国典型沥青路面结构和材料如表2所示。对于微表处，使用针入度为50-70/70-100的乳化沥青。经常使用纤维材料，以改善材料粘性，纤维材料的添加通过与标准的稀浆封层机相连的添加机构完成。
南非路面维护方法成功的关键因素包括对高质量骨料的投资，即使需要很远的运输也在所不惜，同时对骨料的尺寸和级配给予足够的重视。规范要求100%的破碎石料，通过200#筛网的骨料不多于0.5%，有些面层处治使用最大尺寸为19mm的骨料。
乳化沥青主要用于雾封层，再生剂用于一般封层，大部分表面使用改性沥青，橡胶沥青和其它类型的改性沥青应用广泛，从面层到热混合料基层均有应用。
澳大利亚在碎石封层和热沥青混合料中广泛使用聚合物改性沥青，对于碎石封层主要使用热沥青。也使用一些乳化沥青。使用一些不同种类的添加剂对沥青进行改性，如SBS、SBR、EVA、EMA以及橡胶粉等，其中SBS和橡胶粉是使用最为广泛的两种添加剂。对于热沥青混合料也是如此。SBS改性剂最常用的种类有170#（针入度80～100）、320#（针入度50～60）和600#（针入度40），聚合物的重量通常占6%，橡胶粉的添加量为16%～20%。
一般情况下，澳大利亚对面层骨料的质量和级配要求很严格。例如，碎石封层骨料要求具有抗滑性、干净（200#筛通过率最大值为0.5%），骨料最大尺寸为10 mm或14 mm，并且为单一尺寸。在大部分情况下，用碎石和沥青进行预先罩面，以提高粘结性和提早开放交通。地方砾石经常具有较高的渗水性，这种地方路基材料的使用是澳大利亚重视路面防水养护和广泛使用碎石封层的一个原因。
如果当地的路基材料品质较差，他们将用各种不同的稳定材料对其进行稳定处理，这些稳定材料包括石灰、粉尘、沥青、水泥等。在有些地区，碎石基层用2%的的水泥进行稳定处理，并使其堆积在采石场进行水化处理。
在新南威尔士，经破碎的基础岩石如玄武岩，中间岩石如英安岩，以及不常用的酸性岩如花岗岩被用于沥青和雾封层中，低交通量道路也使用河流破碎石。此外，规格骨料用于面层以增加摩擦系数和改善滑移阻力。在西澳大利亚郊区，天然砾石基层有时使用剪切沥青涂层，用河砂覆盖，然后开放交通6～8个月，最后在其上摊铺单层碎石封层作为表面磨耗层。
2.5 路面管理系统的应用
法国研发并使用了专用的路面检测设备，可采集到大量的关于路面和道路状况的各种数据，每三年对整个道路系统进行一次评价。法国的终极目标是应用这一路面管理系统确定路面养护方法，提供各种路面状况的信息。
南非的路面检测系统采用最新的技术、计算机程序和全球定位技术。采集的信息用于检测道路系统状况，预测路面服务寿命，选择未来养护工程项目。通过设计优良的程序确定路面养护作业的成本效益。
路面管理系统应用两步处理程序生成各种策略并对其进行优化，优化程序可以帮助在给定的预算指标下选择最经济的养护策略。即便是路面管理系统确定了最优策略，还要通过现场调查选择最终的施工作业计划，最后对这一选择进行审查评价，并对最终的工程项目进行修改以满足当地的需要和条件。
路面管理系统的关键部分——道路状况分析是一项每年进行的可视化评价，评价依据是
国家标准，通过对评价人员进行训练和资格认证，以确保各省评价结果的一致性。年评价与机械测量结合在一起，以便计算路况指数。道路的机械测量每2～3年进行一次，其中包括道路的横向和纵向断面检测。路况指数用于在已有资金规模基础上的预防性养护优化公式的计算。
澳大利亚各州均使用各种数据采集系统。采集的数据包括（但不限于这些）平整度、车辙、强度（弯沉）、结构、裂缝、摩擦阻力和封层寿命。昆士兰州研制了内部使用的软件作为道路养护政策和策略在州和地方级别上的决策支持工具，其它州则使用商业提供的相应软件完成类似的工作。
3 总结与建议
对以上三个国家在公路养护方面的特点可做出以下几点总结：
（1）国家公路网均实行了设计与建设长期路面结构的合同化管理。这一决策保证了这些国家把注意力放在路面面层的养护活动上，从而保护了下层道路的巨大投资。这样一来，又促进了广泛应用低成本的裂缝修补和薄层罩面等养护新技术，从而取代了代价昂贵的各种路面大修改造工程。
（2）在高强度路面结构条件下，公路部门可适时采用成本相对较低的裂缝修补和薄层罩面这些可再生循环使用的养护技术。大部分情况下，路面大修改造是公路部门养护计划的一小部分，因此，公路部门可将重点放在路面养护技术的发展上。
（3）三国在沥青和骨料方面仅使用高质量的材料。一般使用经破碎骨料和经试验的聚合物改性沥青粘结料，这些有严格的规范加以保证。对材料源有规定，但不排除使用离工程现场较远的优质材料源。
（4）应用预防性养护技术条件下，合约中的担保期通常为4年。所担保的路面性能为摩擦性能、车辙和平整度。承包人对于路面维修的责任随时间和交通量增加而减小。使用担保的另一效果是承包商和材料供应商对于材料和混合料的主动改进。
（5）法国采用了所谓的革新合约体系，通过这一合约体系政府与企业共同承担风险试验、研究发展新型和革新产品。要求每年公布养护新产品建议，实施相应的试验，进行调查研究，并由政府与企业共同分担相应成本。成功的产品在全国采用，并纳入预防性养护计划中。
借鉴以上三国公路养护的经验和管理方式，提出以下几点建议供国内参考。
（1）在全国不同地区创建厚基层和厚路基样板工程，以便确定该设计方案的有效性。
（2）研究并试验各种形式的合同化养护管理新模式，把路面养护纳入到路面的设计、施工与营运的统一体系中。
（3）研讨在我国采用长期路面养护合同形式，实施样板工程的可能性。
（4）强化预防性养护理念，研究并推广各种碎石封层技术的适用性与经济性。鼓励在碎石封层中使用改性沥青结合料。评价碎石封层的各种设计实践，并考虑将其应用于路基或基层上以防渗水。
（5）鼓励采用高品质骨料以延长路面寿命。
（6）建立交通部门、高等院校与养护产品制造企业进行科研合作的长效机制，发展适合我国国情的公路养护新装备与新工艺。
（7）研究开发路况检测设备以及相应的路况分析软件，改善路况评估手段与效率，实现路面养护管理的科学化与现代化。