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Risk Management For Asphalt Road Construction and Maintenance Under Performance-Based Contracts
Risk Management For Asphalt Road Construction and Maintenance Under Performance-Based Contracts
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All content following this page was uploaded by Mohammed S. Hashem M. Mehany on 12 January 2016.
To cite this article: Mohammed S. Hashem M. Mehany Ph.D. & Angela Guggemos Ph.D. (2015): Risk
Management for Asphalt Road Construction and Maintenance under Performance-Based Contracts,
International Journal of Construction Education and Research, DOI: 10.1080/15578771.2014.990121
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International Journal of Construction Education and Research, 00:1–24, 2015
Copyright © Associated Schools of Construction
ISSN: 1557-8771 print/1550-3984 online
DOI: 10.1080/15578771.2014.990121
Contractors have been the main risk bearers in most road construction and mainte-
nance projects, especially when they are working under higher-risk delivery systems
such as Performance Based Contracts (PBC), where the contractors are more likely
to be responsible for both the construction and maintenance of the road for a certain
warranty period. This research identified and analyzed the risks that the contractor
is subject to under PBCs for hot mix asphalt (HMA) road construction and mainte-
nance projects. The study used a mixed methods research design and was divided into
three phases. In the first phase, employing a detailed literature review along with indus-
try interviews, twenty-nine risks were identified in the construction and maintenance
phases. In the second phase, risk severity rankings were calculated using probabil-
ity and impact data that was collected from several contractors and a state agency.
In the final phase, a correlation analysis was conducted. The results of this analysis
will enable contractors to make adjustments and modifications to address the highest
and most severe risks.
Introduction
Government agencies and the Federal Highway Administration (FHWA) are starting to see
the benefits of using contracts in which a contractor is responsible for both the construction
and maintenance of roadways. This work is often performed under a Performance-Based
Contract (PBC) where payments for the construction and maintenance of roads are explic-
itly linked to the contractor successfully meeting or exceeding certain clearly defined
minimum performance indicators and measurements stated in the contract specifications
(Stankevich, Qureshi & Queiroz, 2005). To be successful under a PBC, contractors should
take into account most of the risks associated with construction and maintenance through-
out the contractual period. Risk in the construction and maintenance industry has increased
with project size and cost. One might even say that today construction is mainly risk man-
agement. Risks are found throughout all phases of a project and vary greatly according
1
2 M. S. Hashem M. Mehany and A. Guggemos
to the type of construction, the contracts involved, and the type of delivery system. This
article focuses on a very specific subset of the overall industry where the contractors are
contracted to build and maintain hot mix asphalt (HMA) roadways under PBC. For these
conditions, managing risk during the maintenance phase may be even more important than
during construction since risk management for maintenance can be more complex. Also,
the duration of maintenance is much longer than construction; and estimating costs and
risks is more difficult and must take into consideration the time value of money, the fluc-
tuation of markets, as well as inflation. Moreover, road projects have always been among
the riskiest construction projects due to their long duration of construction phase, quality
concerns, and likely cost overruns.
Like any construction project, road construction and maintenance projects have three
main components that can be subjected to risks. These main components are cost, time
and quality. But in road construction, problems and risks in any of these three areas can
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be amplified because of project size and duration and a lot more unforeseen conditions.
Material and energy price increases combined with economic problems that raise inflation
worldwide have an impact on all industries. Road construction and maintenance projects
are particularly affected since rising energy costs drive up material costs and when energy
and material prices increase, construction projects decline or slow down. As a result, road
construction and maintenance contractors are facing substantial economic and technical
risks. Specifically, under contracts where they build and maintain HMA roadways such as
PBCs which are fixed price contracts that cover a long span of time with a warranty period
included in the contract. Warranties can be used as part of a PBC to ensure that performance
goals are met for the required maintenance period. One example of a PBC with a warranty
period is the M115 project completed by Michigan DOT (MDOT) where a warranty period
of 5 years was used to ensure the ride quality after construction. As part of the bidding
process, MDOT allowed the bidders to offer a warranty period longer than 5 years, giving
them additional points towards the best value award (Rao, Mallela, & Hoffman, 2009). This
is very different from the more commonly used unit price contracts where the specifications
for the construction or maintenance are literally prescribed rather than performance-based.
The purpose of this research is to develop a better understanding of the risks associated
with the construction and maintenance phases under contracts where the contractors both
build and maintain HMA roadways. The first objective is to identify the most severe risks
and their impact for road construction and maintenance contractors who build and maintain
HMA roadways. The second objective is to quantify the severity/magnitude of those risks.
The scope and application of this study is limited to contractors for HMA road projects
under PBCs for construction and maintenance.
Literature Review
Risk Management
Risk management is the process concerned with planning, identification, assessment, anal-
ysis, responses, monitoring, and controlling project risk (PMBOK, 2004). This definition
is fairly comprehensive as it includes the three main steps of any risk management process
which are risk identification, assessment/analysis, and response. Much research focuses
on risk management tools and their use through the risk management process to enable
the creation of project-specific risk response plans (Hall, 2000; PMBOK, 2004). The out-
put of these tools falls under two categories: (1) risk mitigation and/or (2) preventive
actions. Mitigating actions allow the contractor to reduce the probability and impact of the
adverse risks to acceptable limits (e.g., acquiring more expertise on the management team
Risk Management for Asphalt Road Construction and Maintenance 3
to eliminate some risk from the start of the project procurement process). Contractors use
preventive actions to eliminate threats to safeguard the project’s objectives (e.g., choosing
more stable suppliers).
One of the noted deficiencies in the construction industry is unbalanced risk allocation
in which most of the risk is allocated to the contractor instead of allocating the risk to those
in the best position to carry it because they have the best resources, the best information,
or the best expertise (Diepenbrock, Davison, Lichtig, & Rudolph, 2002). According to
various studies (Bing, Akintoye, Edwards, & Hardcastle, 2005; Gruneberg, Hughes, &
Ancell, 2007; Hartman & Snelgrove, 1996; Kartam & Kartam, 2001), it is apparent that
the contractor is affected by risks of all types including economic and environmental.
Consequently, risk accountability can be higher under PBCs that extend and magnify
the contractor’s risk accountability towards the project. For this reason, this research is
focused on quantifying the risks for contractors involved in both road construction and
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maintenance.
The review of the published literature of similar studies suggests that most of the past
efforts were focused either on general risks for different parties or independent phases
of construction or on conventional delivery systems (Ashley et al., 2006; Berdica, 2002;
Perera, Dhanasinghe & Rameezdeen, 2009). No study adopted a holistic approach to exam-
ine the construction and maintenance risks under the performance-based delivery system.
The presented research study fills this gap by thoroughly examining the critical risks dur-
ing the construction and maintenance phases of HMA roadways under the PBC delivery
system that should be considered by contractors.
Identification
of the most
severe risks
Risk Shortlisting the Risk Probability for HMA
Identification most significant (P) & Impact (I) Risk Severity Correlation
Construction
using RBS Risks Data Collection scores Analysis
&
maintenance
phases
Phase 3 –
Phase 1 – Risk
Risk
Identification
Analysis
Phase 2–Risk Assessment
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Quantitative risk assessment has two main components for the evaluation. The first
component, risk impact (I), measures the magnitude of the risk if it happens while the
second component, risk probability (P), measures the likelihood or frequency that the risk
can occur. All values are measured in percentages.
S=P × I (1)
Identification of the Most Severe Risks for HMA Construction and Maintenance Phases
After the risk severity scores have been calculated in the previous step, the risks were
categorized according to their severity scores where the most severe risks were identified
so as to be further analyzed in the next phase.
of the variables tend to have a linear relationship which was checked and proofed through
several scatter plots drawn between those variables. The end results were represented in the
form of a correlation matrix using Statistical Package for Social Science (SPSS) software
indicating the different risk correlation scores and their association factors.
cesses during the construction phase from the site investigation until the project handover
process. The bold boxes represent the major construction processes; sub-processes are
unboxed, and risks are shown in italics. At the top, risks that occur throughout the construc-
tion phase are noted. Using this RBS, the risks associated with the different processes in the
construction phase can be easily identified. For example, during paving, the paving speed is
a risk associated with the sub-process of the laydown operation. It is worthy to note that at
the HMA mixing facility, there are two categories: (1) risks that can occur within the mixer
itself such as the mixing temperature, and (2) risks that can occur for the supplemental
components for the mixing facility such as the operator and the feeding equipment.
Another RBS was created to identify the maintenance phase risks as shown in Figure 4.
However, the maintenance was organized in a slightly different manner to address differ-
ent types of maintenance. The maintenance phase was divided into two main types of
maintenance, preventive and corrective. Within each maintenance type, there are different
maintenance applications and techniques and the risks associated with each. Finally, some
of the risks identified are associated directly with the equipment crew’s knowledge and
experience during the maintenance project.
After using the RBS to identify the risks for both the construction and maintenance
phases, the risks were listed in Table 1 (construction risks)and Table 2 (maintenance risks).
The risk types, nature, and effects are based on the following definitions and categorization:
Risk Type. The risk type refers to the risk categorization when it happened and materialized
in the construction or maintenance process. In other words, it is how the risk is considered
when it happened. The types of risks can be categorized as economic, technical, time,
safety, and force majeure.
Risk Nature. The risk nature refers to the reason or phenomenon for the origin of the risk.
The nature of risks can be categorized as contractual, technical, timing, hazard, and act of
God.
Risk Effects. The risks in the construction and maintenance phases can affect several
aspects of a HMA road project. Mainly the risks can have an effect as additional cost,
additional time, added extensive maintenance, negative environmental effects and, in some
cases, it can affect the contractor’s portfolio. The categories of the risk effects that were
addressed in Tables 1 and 2 are the following:
1. Cost effect—additional cost to the project and in some cases, a cost to the public
2. Schedule effect—additional time required to complete the project
8 M. S. Hashem M. Mehany and A. Guggemos
Site investigation
Mix Temp. Changing Mixes Emergency repairs Voids control Long term storage
Transportation
MTV Waiting time for grading contractor Feeding pavers Soft Sub base Laydown
Availability
Stoppage time paving speed screed adjustments
Compaction
% of crushed Aggreg. Non- Driven drums & Modification of mix Speed Traffic vibratory Distance to
Parking HMA cooling
Mass PTR use design rate rolls paver
Handing over
Test variability Go - no go Testing Frequency Extraction Test Solvent Core & nuclear gage
approach
Figure 3. RBS for the risks associated with the HMA construction phase.
Table 1. (Continued)
environmental
Core & nuclear Technical Contractual Cost-Maint.
Schd. = Schedule, Maint. = Maintenance.
Although most of the risks are clear as listed, some require explanation. For the
construction phase,
• Long-term storage: Problems due to long term storage causing drainage and
oxidation of the asphalt cement.
• Distance to paver: Distance of the compactor to paver affecting the cooling rate of
HMA and length of time the material is hot enough to be compacted.
• Go, No-Go approach: Stopping during the paving process due to rejection by
inspection for not meeting the required performance specifications for the project,
causing delay of the whole construction phase due to a controllable section of the
road being rejected.
One should note the major discrepancies between the different ratings for the P and I
scores not only between the governmental agency and the contractors but also between the
contractors themselves. The weather probability score was high (60% to 100%) from all
the parties surveyed with only one contractor giving it 30%. However, the weather impact
had a very high range from almost nothing to a score of 65% with the majority scoring
the weather fairly low. This can be attributed to the fact that weather is one of those risks
that is almost impossible to account for or to make a contingency account in your bid as a
contractor. The “segregation at dumping” risk had consistent P and I scores (50% to 60%
for both) from all respondents. However, those scores are not as accurate as they seem
since they measure impact or probability on their own. For that reason, a severity score can
make a better assessment for those risks as is discussed in the following section.
12 M. S. Hashem M. Mehany and A. Guggemos
Construction Maintenance
Level/Process risks Level/Process risks
Throughout the Risk of Throughout the Weather changes
construction investment in maintenance Infrastructure
phase innovations phase deterioration
Price Fluctuation
Bonding Non-porous
capacity HMA surface
Delayed owner Excess/high
payments viscosity
Weather changes rejuvenators
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Table 4. Construction risk probability (P) and impact (I) raw data
Larimer
Risk County Contr.1 Contr.2 Contr.3 Contr.4 Contr.5
P% I% P% I% P% I% P% I% P% I% P% I%
Risk of investment in innovations 50 1 50 1 85 0.5 10 5 10 5 57 1
Price fluctuations 80 50 40 40 90 50 70 30 65 40 80 43
Bonding capacity 80 4 80 4 80 4 10 30 11 28 30 11
Delayed owner payments 20 5 1 15 65 4 5 15 10 15 12 17
Weather changes 60 0 60 5 30 65 100 8 100 5 100 10
Emergency repairs 4 10 4 10 4 10 5 10 3 10 5 8
Changing mixes 5 10 50 5 0 5 10 10 5 8 15 10
13
Voids control 50 25 5 60 50 30 15 50 20 50 20 25
Long-term storage 5 50 1 5 0 5 5 20 3 50 10 7
Segregation at dumping 65 20 65 60 65 50 70 35 60 50 60 58
MTV-availability 5 10 5 0 5 10 0 0 10 10 10 2
Stoppage time 60 20 80 5 90 10 60 10 50 20 40 20
Paving speed 60 20 80 5 90 10 60 10 50 20 40 20
Screed adjustments 60 20 80 5 90 10 60 10 50 20 40 20
% of crushed aggregate mass 50 20 5 60 50 30 20 25 35 20 10 20
Compaction speed 60 20 10 10 85 5 50 20 50 30 35 20
Distance to paver 60 20 10 10 85 5 50 20 50 30 35 20
“Go No-Go” approach 5 10 5 55 1 0 5 20 10 50 5 40
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Table 5. Maintenance risk probability (P) and impact (I) raw data
Larimer
Risk County Contr.1 Contr.2 Contr.3 Contr.4 Contr.5
P% I% P% I% P% I% P% I% P% I% P% I%
Weather changes 60 0 5 5 7 4 40 10 30 10 50 4
Infrastructure deterioration 5 10 5 1 5 10 10 8 5 20 10 20
Non-porous HMA surface 4 10 5 15 10 9 5 10 10 10 5 20
Excess/high viscosity rejuvenators 4 11 8 25 10 30 10 40 10 38 13 20
14
Cleanness of cover aggregate 50 5 7 4 3 10 4 20 10 15 5 20
Binder & cover aggregate quant. calibration 10 5 5 4 5 8 5 16 5 8 5 10
Cleaning procedure 5 10 25 10 10 20 20 20 20 15 20 18
Excessive aggregate application 30 10 5 4 5 10 10 8 20 5 12 10
Insufficient compaction 10 10 10 25 20 27 8 50 15 23 10 20
Roughness components consideration 50 60 50 60 10 18 50 60 20 70 25 80
Leveling courses overruns 5 40 5 40 85 10 50 40 50 30 57 30
Risk Management for Asphalt Road Construction and Maintenance 15
in Table 6 for the construction risks and Table 7 for the maintenance risks. The risks were
listed in order of decreasing severity.
Based on these severity scores, the two most severe risks during the construction phase
are price fluctuation (30%) and segregation at dumping (29%). A second group of risks
have severity scores in the range of 7% to 9%: voids control, compaction speed, distance
to paver, stoppage time, paving speed, screed adjustments, weather changes and percentage
of crushed aggregates. The remaining risks have severity factors of approximately 3% or
less.
For the maintenance risks, based on the severity scores, the most severe risks are the
roughness components consideration (21%) and the leveling course overruns (11%). The
remaining risks have very low scores (< 3%) compared to the top two risks.
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16
Voids control 12.50 3.00 15.00 7.50 10.00 5.00 8.83 4.55
Long-term storage 2.50 .05 0 1.00 1.50 .70 .96 .95
Segregation at dumping 13.00 39.00 32.50 25.00 30.00 35.00 29.08 9.18
MTV-availability 0.50 0 .50 0 1.00 .20 .37 .38
Stoppage time 12.00 4.00 9.00 6.00 10.00 8.00 8.17 2.86
Paving speed 12.00 4.00 9.00 6.00 10.00 8.00 8.17 2.86
Screed adjustments 12.00 4.00 9.00 6.00 10.00 8.00 8.17 2.86
% of crushed aggregate mass 10.00 3.00 15.00 5.00 7.00 2.00 7.00 4.86
Compaction speed 12.00 1.00 4.25 10.00 15.00 7.00 8.21 5.15
Distance to paver 12.00 1.00 4.25 10.00 15.00 7.00 8.21 5.15
“Go No-Go” approach .50 2.75 0 1.00 5.00 2.00 1.88 1.83
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17
Cleanness of cover aggregate 2.50 .28 .30 .80 1.50 1.00 1.06 .84
Binder & cover aggregate quantity calibration .50 .20 .40 .80 .40 .50 .47 .20
Cleaning procedure .50 2.50 2.00 4.00 3.00 3.60 2.60 1.26
Excessive aggregate application 3.00 .20 .50 0.80 1.00 1.20 1.12 .99
Insufficient compaction 1.00 2.50 5.40 4.00 3.45 2.00 3.06 1.56
roughness components consideration 30.00 30.00 1.80 30.00 14.00 20.00 20.97 11.50
Leveling courses overruns 2.00 2.00 8.50 20.00 15.00 17.10 10.77 7.77
18
Pearson
Variable 1 Variable 2 Sig. value coefficient
Stoppage time Paving speed 0 1
Stoppage time Screed adjustments 0 1
Paving speed Screed adjustments 0 1
Compaction speed Distance to paver 0 1
Voids control % of crushed aggregate mass .017 .89
Voids control Stoppage time .036 .84
Voids control Paving speed .036 .84
Voids control Screed adjustments .036 .84
Voids control Insufficient compaction .036 .84
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Corrective Maintenance
Figure 4. RBS for the risks associated with the HMA maintenance phase.
Risk Management for Asphalt Road Construction and Maintenance 19
sections due to surface irregularities where the builder must apply more HMA material
than estimated. The contractor can avoid or mitigate those risks by designing an overlay
thickness that varies depending on the type of roughness components in the road profile and
may use milling machines to mill the old road to a lane surface rather than using leveling
courses (Roberts, Kandhal, Brown, Lee, & Kennedy, 1996).
Conclusions
Currently, Design-Bid-Build (DBB) contracts are used extensively in road construction.
However, the use of modern delivery systems represented in PBCs introduces a new chal-
lenge for contractors in terms of risk allocation due to the increased risks they have to bear
for a longer project commitment through warranty and maintenance periods stated in their
contracts. For that reason, risk management has never been more important to contrac-
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tors since they are taking on more responsibilities that can exploit more risks whether by
triggering more risks or dealing with more severe ones.
This study identified the most significant risks for HMA contractors during construc-
tion and maintenance. During the construction phase, it was found that voids control is
one of the most significant risks that have an adverse effect and association with: stop-
page time, paving speed, screed adjustment and percent of crushed aggregate mass in the
construction phase and insufficient compaction in the maintenance phase. This risk can
be mitigated and hopefully eliminated by the contractor by enforcing more quality control
procedures in their mixing facility which in turn eliminates a series of dependent risks in
the paving, compaction, and corrective maintenance processes and makes those risks more
controllable, too. Another important finding is that most of the associated significant risks
happen in the paving process: stoppage time, paving speed, and screed adjustments which
stress the need for a high level of monitoring and control to be applied during this process.
For the maintenance phase, it was found that there are two severe and significant risks
which are the roughness components consideration and the leveling course overruns. This
is due to the fact that the HMA overlay is the most frequent maintenance procedure applied
and most of the contractors treat it as a standard thickness that they apply regardless of what
triggers these two risks. Close attention to the roughness component coefficient along with
the milling process is essential to mitigate and eliminate these two risks.
Some of the most severe and significant risks such as weather, risk of innovation, and
price fluctuations were excluded from the correlation analysis due to their nature since
they are outside the contractor’s influence to control. However, these risks can be mit-
igated or transferred through other channels like contractual modifications, variation and
change orders, or insurance. Most of the contracting agencies and the contract experts have
developed many contractual provisions and clauses to avoid these kinds of risks during con-
struction because of their negative effect on both the owner and the contractor. Based on
the above discussion, a contractor should be mindful of such contract language in the first
place to avoid these uncontrollable risks.
Finally, it is worthy to note that most of these risks can be considered long-term risks
and that is the main reason behind their effect under performance-based contracts. Their
effect will take place in the performance of the road and its condition, especially if there
is a warranty period included in the PBC. However, through the data collection efforts,
it was noted that only a few contractors are involved or even willing to be involved in
projects under performance-based contracts since they are a relatively new type of delivery
system where a lot of risks and responsibilities are allocated to the contractor. There are
also some limitation on this study represented in the HMA road and highway industry, the
20 M. S. Hashem M. Mehany and A. Guggemos
contractors, the area of Colorado and the PBC delivery system. Although, those limitations
constrict some of the results of this study, it is still a great step towards the addition to the
body of knowledge within this new delivery system.
There are several areas of continuing research for this study. One of the most impor-
tant ones is the study of the risk effects on the costs of the projects and specifically the
Life Cycle Cost (LCC) of the project since the PBCs specify a construction period along
with maintenance or a warranty life for the project. Another area of expansion on this
research is the duplication of this research to study other road types such as concrete roads
or other delivery systems such Design-Build (DB) or Integrated Project Delivery (IPD).
Finally, studying other key risk items such as safety can be very beneficial for all the par-
ties involved since safety does affect time, cost and speaks to the quality of the job from
each of the participants (owner, engineer, subcontractor and contractor). However, it will
be quite a challenge since it is one of those risks that very hard to quantify accurately
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Appendix
SPSS – Statistical Data Output Results
RISKS STATISTICAL ANALYSIS
Table A1. Descriptive statistics
Descriptive Statistics
Std. Skewness
N Minimum Maximum Sum Mean Deviation Variance
Statistic Statistic Statistic Statistic Statistic Statistic Statistic Statistic Std.Error
Risk of investment in 6 0.43 0.57 2.97 0.495 0.0493 0.002 0.409 0.845
Prices fluctuations 6 16 45 182 30.3333 11.25463 126.667 0.056 0.845
Bonding capacity 6 3 3.3 19 3.1667 0.10328 0.011 −0.666 0.845
Owner delayed payments 6 0.15 2.6 8 1.3333 0.88638 0.786 0.19 0.845
Weather 6 0 19.5 45.5 7.5833 6.82947 46.642 0.982 0.845
22
Emergency repairs 6 0.3 0.5 2.4 0.4 0.06325 0.004 0 0.845
Changing mixes 6 0 2.5 5.9 0.9833 0.90646 0.822 0.952 0.845
Voids control 6 3 15 53 8.83333 4.54606 20.667 0.09 0.845
Long term storage 6 0 2.5 5.75 0.9583 0.94679 0.896 0.769 0.845
Segregation at dumping 6 13 39 174.5 29.0833 9.17833 84.242 −0.466 0.845
MTV-availability 6 0 1 2.2 0.3667 0.38297 0.147 2.446 0.845
Stoppage time 6 4 12 49 8.1667 2.85774 8.167 −0.25 0.845
Paving speed 6 4 12 49 8.1667 2.85774 8.167 −0.25 0.845
Screed adjustments 6 4 12 49 8.1667 2.85774 8.167 −0.25 0.845
% of crushed aggregate mass 6 2 15 42 7 4.85798 23.6 0.895 0.845
Compaction speed 6 1 15 49.52 8.2083 5.15368 26.556 −0.142 0.845
Distance to paver 6 1 15 49.25 8.2083 5.15368 26.556 −0.142 0.845
“Go No-Go” approach 6 0 5 11.25 1.875 1.82859 3.344 0.313 0.845
Valid N (listwise) 6
Downloaded by [Missouri State University] at 07:08 09 February 2015
Risk of investment
in innovations
Prices fluctuations
Bonding capacity
Owner delayed
payments
Weather
Emergency repairs
Changing mixes
Voids control
Long term storage
Segregation at
dumping
MTV-availability
Stoppage time
Paving speed
Screed
adjustment
% of crushed
aggregate mass
Compaction speed
Distance to paver
“Go No-Go”
approach
23
Owner delayed Person Correl a a a 10.125 a −0.707 0.686 0 a 0.316 0.612 0.612 0.612 0.433 0.433 0.433 −0.17
payments Sig. (2-tailed) 0.813 0.116 0.132 1 0.541 0.196 0.196 0.196 0.391 0.391 0.391 0.745
Weather Person Correl a a a 0.125 1 a 0 0.086 −0.35 a 0.158 −0.306−0.306−0.306 0 −0.433−0.433 0.171
Sig. (2-tailed) 0.813 1 0.872 0.492 0.765 0.555 0.555 0.555 1 0.391 0.391 0.745
Emergency Person Correl a a a a a a a a a a a a a a a a a a
repairs Sig. (2-tailed)
Changing mixes Pearson Corel a a a −0.707 0 a 1 −0.728 −0.33 a −0.447−0.577−0.577−0.577 −.816 −0.408−0.408 0.243
Sig. (2-tailed) 0.116 1 0.101 0.519 0.374 0.23 0.23 0.23 0.047 0.422 0.422 0.643
Voids control Pearson Corel a a a 0.686 0.086 a −0.728 1 0.243 a −0.108 .840∗ .840∗ .840∗ .891∗ 0.297 0.297 −0.65
Sig. (2-tailed) 0.132 0.872 0.101 0.643 0.383 0.036 0.036 0.036 0.017 0.568 0.568 0.165
Long term Pearson Corel a a a 0 −0.35 a −0333 0.243 1 a 0.447 0.577 0.577 0.577 0.408 .816∗ .816∗ 0.243
storage Sig. (2-tailed) 1 0.492 0.519 0.613 0.374 0.23 0.23 0.23 0.422 0.047 0.047 0.643
Segregation at Pearson Corel a a a a a a a a a a a a a a a a a a
dumping Sig. (2-tailed)
(Continued)
Downloaded by [Missouri State University] at 07:08 09 February 2015
MTV- Pearson Corel a a a 0.316 0.158 a −0.447−0.108 0.447 a 1 0 0 0 0 0.548 0.48 0.759
availability Sig. (2-tailed) 0.541 0.765 0.374 0.838 0.374 1 1 1 1 0.261 0.261 0.08
Stoppage time Pearson Corel a a a 0.612 −0.31 a −0.577 .840∗ 0.577 a 0 1 1.000∗∗1.000∗∗ 0.707 0.707 0.707 −0.42
Sig. (2-tailed) 0.196 0.555 0.23 0.036 0.23 1 0 0 0.116 0.116 0.116 0.407
Paving speed Pearson Corel a a a 0.612 −0.31 a −0.577 .840∗ 0.577 a 0 1.000∗∗ 1 1.000∗ 0.707 0.707 0.707 −0.42
Sig. (2-tailed) 0.196 0.555 0.23 0.036 0.23 1 0 0 0.116 0.116 0.116 0.407
Paving speed Pearson Corel a a a 0.612 −0.31 a −0.577 .840∗ 0.577 a 0 1.000∗∗ 1 1.000∗ 0.707 0.707 0.707 −0.42
24
Sig. (2-tailed) 0.196 0.555 0.23 0.036 0.23 1 0 0 0.116 0.116 0.116 0.407
Screed Pearson Corel a a a 0.612 −0.31 a −0.577 .840∗ 0.577 a 0 1.000∗∗1.000∗∗ 1 0.707 0.707 0.707 −0.42
adjustment Sig. (2-tailed) 0.196 0.555 0.23 0.036 0.23 1 0 0 0.116 0.116 0.116 0.407
% of crushed Pearson Corel a a a 0.433 0 a −816∗ .891∗ 0.408 a 0 0.707 0.707 0.707 1 0.25 0.25 −0.59
aggregate Sig. (2-tailed) 0.391 1 0.047 0.017 0.422 1 0.116 0.116 0.116 0.633 0.633 0.214
mass
Compaction Pearson Corel a a a 0.433 −0.43 a −0.408 0.297 .816∗ a 0.548 0.707 0.707 0.707 0.25 1 1.000∗∗ 0.297
speed Sig. (2-tailed) 0.391 0.391 0.422 0.568 0.047 a 0.261 0.116 0.116 0.116 0.633 0 0.568
Distance to Pearson Corel a a a 0.433 −0.43 a −0.408 0.297 .816 a 0.548 0.707 0.707 0.707 0.25 1.000∗∗ 1 0.297
paver Sig. (2-tailed) 0.391 0.391 0.422 0.568 0.047 0.261 0.116 0.116 0.116 0.633 0 0.568
“Go No-Go” Pearson Corel a a a −0.171 0.171 a 0.243 −0.647 0.243 a 0.759 −0.42 −0.42 −0.42 −0.594 0.297 0.297 1
approach Sig. (2-tailed) 0.745 0.745 0.643 0.165 0.643 0.08 0.407 0.407 0.407 0.214 0.568 0.568
∗
Correlation significant at the .05 level (2-tailed).
∗∗
Correlation significant at the .01 level (2-tailed).
a. Listwise N = 6.