01373801

Component

https://doi.org/10.3141/2306-04

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

The flexible pavement network of the Washington State Department of Transportation (DOT) consists of 11,600 lane miles of asphalt pavement and 4,600 lane miles of chip seal pavement. Every year a portion of those lane miles will require rehabilitation. However, budget shortfalls in the past decade have created a backlog of pavement rehabilitation needs that must be addressed. Funding forecasts for the next 10 years are for roughly one-half the levels of those before 2000. The ability to maintain a good performance level with reduced funding comes from using innovative techniques and picking the best investment alternatives. Through such strategies, preservation funds are allocated for preventive measures to extend pavement life. The Washington State DOT uses four basic steps to address this mission: (a) continually monitor the condition of the road network, (b) manage the pavement network into the lowest life-cycle cost, (c) create preventive strategies to extend pavement life and reduce costs, and (d) generate 2-year and 10-year plans for preservation of the road network that are based on rehabilitation needs and available resources. Preservation of the concrete network is considered separately. The use of the state’s pavement management system provides a framework for evaluating and continually monitoring the performance of the state’s roadway investments.

01472279

12-1898

English

pp 28–35

2012

Transportation Research Record: Journal of the Transportation Research Board

9780309263016

Print

Figures; References; Tables

Flexible pavements; Life cycle costing; Monitoring; Pavement management systems; Preventive maintenance; Rehabilitation; Service life; Strategic planning

Washington State Department of Transportation

Pavement preservation

Highways; Maintenance and Preservation; Pavements; I60: Maintenance

TRIS, TRB, ATRI

Feb 8 2012 5:06PM

• 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 Concrete 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