## 3 Experimental and Data for LCCA
### Initial Construciton Costs Calculation  
For the initial construction of road pavements, initial construction costs are determined based on the unit value of each component of construction. Initial construction costs consist of production, transportation, and construction related costs. NPV provides the present value of all future cash flows during the pavement lifetime. It provides the net value of the project in the present currency's value as shown in Equation (1),  
\[NPV=Initial\ cost+\sum_{k=1}^{N}Rehab\ Cost_{k}\bigg{[}\frac{1}{(1+i)^{n_{k}}} \bigg{]}-Salvage\ Value\bigg{[}\frac{1}{(1+i)^{n_{a}}}\bigg{]} \tag{1}\]  
where \(NPV\) is net presenta value, \(i\) is discount rate, \(n\) is time period in years, \(n_{k}\) is number of years from intial contruction, and \(n_{a}\) is length of analysis period. Lower NPV corresponds to higher cost efficiency of rehabilitation strategies. Salvage value provides the information about the remaining service life at the end of the analysis period. Salvage value is determined if the pavement structure still possesses a service life at the end of the analysis period. Salvage value for road pavements is measured in two different ways, one in the form of net present value after the last maintenance intervention, which reflects the value in monetary form, and the second one in the form of the remaining serviceable life of the pavement, where the pavement can continue to be used for traffic without any maintenance intervention, with a term called RSL (Remaining Service Life). Salvage value can be determined from Equation (2),  
\[Salvage\ value=\frac{Remaining\ service\ life}{service\ life}\timesCLR \tag{2}\]  
where \(CLR\) is the cost of the last maintenance intervention. In this research, the major maintenance intervention consists of full depth asphalt reclamation in the mid-span of a total service life of 40 years as shown in Table 4. For each fiber type used in the asphalt mixtures, each scenario is tested based on an increased pavement lifetime for a superior performing fiber reinforced mixture. The initial construction costs for the pavement structure have been calculated based on the costs of the procurement and production of asphalt mixtures with different fiber types. All other costs related to construction, transportation, and placement remain identical, \begin{table}
\begin{tabular}{c c} \hline \hline
**Section Length** & **100 km** \\ \hline Lane width & 3.75 m \\ Discount rate & 5\% \\ Traffic speed & 90 km/h \\ Analysis period & 40 years \\ Average annual daily truck traffic & 11,000 trucks per day \\ Growth rate & 0.75\% \\ \hline \hline \end{tabular}
\end{table} 
Table 4: LCCA details. \begin{table}
\begin{tabular}{c c c c} \hline \hline
**Sieve Size (mm)** & **Upper Limit** & **Lower Limit** & **Percentage Passing** \\ \hline
1.18 & 13 & 36 & 24.3 \\
0.6 & 9 & 26 & 15.4 \\
0.3 & 7 & 18 & 9.7 \\
0.15 & 5 & 14 & 8.3 \\
0.075 & 4 & 8 & 5.7 \\ \hline \hline \end{tabular}
\end{table} 
Table 3: _Cont._except for procurement costs. SBS-7% has the highest procurement costs when compared to fiber-reinforced mixtures. Dosage for fiber reinforcement has been kept constant, at 0.3%. Pavement structure consists of a 16 cm asphalt layer, 40 cm base course, 20 cm subbase course with a lane width of 3.75 m, and a section length of 100 km. Costs are generated for one lane only since the majority of AADT (Average Annual Daily Truck Traffic) will use the lane 100% of the time. Furthermore, the rehabilitation costs are calculated based on the extent of repair conducted with reference to the thickness of each pavement layer. In some instances, in the beginning of analysis period, only the wearing course needs to be replaced, in the mid-analysis period, full depth reclamation is required based on the pavement performance where the rehabilitation costs significantly increase.