01373255

Component

https://doi.org/10.3141/2306-02

http://scholar.google.com...oney&publication_year=2012

The Washington State Department of Transportation (DOT) has about 2,400 lane miles of mainline concrete pavements. The pavements have far exceeded their design lives and have carried several times the estimated traffic loading. Initial Washington State DOT estimates place the cost of reconstructing and rehabilitating the concrete pavement network in the next 10 years at approximately $1.1 billion. However, as for most DOTs, Washington State’s roadway preservation budget has been reduced. Maintaining a good performance level with reduced funding requires innovative techniques and the best investment choices. A preservation strategy was developed for the Washington State DOT’s concrete pavement network to allow delay or avoidance of capital construction spending. The strategy accounts for current pavement conditions, predicted future conditions, and financial constraints. The DOT’s pavements division uses a detailed four-step process to select the proper preservation methods for a project: (a) monitor the current concrete pavement performance annually, (b) use updated indices to evaluate pavement conditions, (c) scope the rehabilitation needs by the least life-cycle cost, and (d) propose preservation strategies within various scenarios of constrained funding. The state’s pavement management system provides a framework for evaluating and monitoring the performance of the Washington State DOT’s roadway investments.

01472279

12-1272

English

pp 11–20

2012

Transportation Research Record: Journal of the Transportation Research Board

9780309263016

Print

Figures; References; Tables

Concrete pavements; Life cycle costing; Pavement management systems; Rehabilitation; Strategic planning

Washington State Department of Transportation

Budget constraints; Pavement preservation

Washington (State)

Highways; Maintenance and Preservation; Pavements; I60: Maintenance

TRIS, TRB, ATRI

Feb 8 2012 5:01PM

• Assessment of Impact of Splash and Spray on Road Users: Results of Controlled Experiment
• Assessment of Tire Noise on Concrete Pavement in California Highways
• Determination of Critical Bending Stresses in Portland Cement Concrete Layer with Asphalt Overlay
• Determination of Pavement Macrotexture Limit for Use in International Friction Index Model
• Determining Timing of Overlay on Cold In-Place Recycling Layer: Development of New Tool Based on Moisture Loss Index and In Situ Stiffness
• Development of Design Procedure to Predict Asphalt Pavement Skid Resistance
• Evaluation of Ultrasonic Technique for Detecting Delamination in Asphalt Pavements
• Falling Weight Deflectometer Joint Load Tests Used for Direct Calculation of Pavement Joint Stiffness
• Harmonization of Texture and Friction Measurements on Florida’s Open-Graded and Dense-Graded Pavements
• Highlighting Dynamically Loaded Pavement Sections with Profile Indices
• In-Place Pavement Recycling on I-81 in Virginia
• Influence of Tire–Pavement Stress Distribution, Shape, and Braking on Performance Predictions for Asphalt Pavement
• Limits of Agreement Method for Comparison of Pavement Friction Measurement
• Mechanistic Approach to Pavement–Vehicle Interaction and Its Impact on Life-Cycle Assessment
• Performance of Field Installations of Next-Generation Concrete Surface
• Precision of Florida Methods for Automated and Manual Faulting Measurements
• Preservation Strategies for Flexible Pavement Network of Washington State Department of Transportation
• Ridge-to-Valley Depth Measured with Road Profiler to Control Micromilled Pavement Textures for Super-Thin Resurfacing on I-95
• Selection Guidelines for In-Place Recycling Projects
• Short-Term Performance of Plant-Mixed Warm Stone Mastic Asphalt: Laboratory Testing and Field Evaluation
• Ten-Year Performance of Full-Depth Reclamation with Expanded Asphalt Stabilization on Trans-Canada Highway, Ontario, Canada