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Kaohsiung City is a city with heavy industry development. In recent years, to save Kaohsiung's economy, the city has actively developed the tourism industry, built large-scale construction, and built hardware equipment, including Weiwu Camp, Kaohsiung Exhibition Center, light rail, marine culture and pop music centre, yacht dock, etc. Private construction and development investment tends to be active. With the development and construction of various projects, heavy machinery and large vehicles are shuttled between urban roads, the traffic flow continues to increase, and some road networks are on the verge of overloading. The requirements for the quality of the living environment are relatively strict, and various road authorities are faced with problems such as huge road maintenance areas and maintenance expenses. Achieving the maximum maintenance effect in urban road sections with limited resources has become an important issue.
Taking Kaohsiung City as an example, the current inspection and maintenance operations are used to evaluate the damage degree of urban road sections with inspection data to prioritize maintenance. If there is an immediate danger, other repair methods can be used to improve road conditions for maintenance purposes. For road personnel safety, in addition to expecting sufficient budgetary funds to improve urban roads, provide road comfort and improve road service quality, it is also necessary to prevent damage to pavement in advance and study factors such as those shortening the service life of pavement.
In this study, the analytic hierarchy process is used to explore the genesis stage of pavement cracks and to control and manage the genesis stage of cracks to reduce the occurrence of cracks and study road maintenance countermeasures.
The research results show that among the main factors of pavement cracks, the preconstruction operation stage accounts for approximately 52.44% of the overall impact weight value; the construction stage accounts for approximately 20.04% of the overall impact weight value; and the operation and use stage accounts for approximately 27.52% of the overall impact weight value. The construction preoperation stage has a greater impact, followed by the operation and use stage. The pipeline units in this stage were not integrated, accounting for 20.21% of the overall impact weight value, followed by C31. The road surface was damaged by secondary construction during the operation and use stage, accounting for 19.38% of the overall impact weight value. It is known that before the preconstruction operation, the required buried pipelines should be preintegrated or planned into a common pipe trench. The budget for complete planning and design, construction supervision, construction and maintenance, etc., should be prepared, and a roadbed survey should be carried out to reduce repeated excavation and paving and insufficient budget preparation. Extending the construction period, disclosing the information on planning and paving operations during the operation and use stage, coordinating the initial operation of the pipeline units, reducing the frequency of excavation and paving, and properly managing and controlling the factors will reduce the probability of occurrence of cracks by 71.82%, thus reducing road maintenance costs. Construction quality and the extension of service life are the goals.
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