United States Department of Transportation
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Development of Pavement Design and Investigation Strategies for Non-Interstate Routes
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2020-08-11
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[PDF-4.43 MB]
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Edition:Final Report
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Abstract:This project investigated the state-of-the-practice on conducting field investigation for rehabilitation of non-interstate routes and whether field investigation is cost effective for the SCDOT. An online survey was conducted to determine the state-of-the-practice on pavement rehabilitation for non-interstate routes. A total of 29 responses were received from 21 state DOTs and eight state agencies. All of the respondents (100%) indicated that they perform field investigation before rehabilitation design. Some state DOTs perform a preliminary survey of the pavement condition and then perform field investigation, if needed. Other state DOTs use the same field investigation procedure for rehabilitation as new construction and some perform the field investigation regardless of the pavement functional condition. The top three methods being used to perform field investigation are: coring (93.1%), falling-weight deflectometer measurements (89.7%), and mobile scanning (55.2%). When cores are taken, the majority of the respondents (85.2%) indicated that they use them to measure both pavement thickness and distress. Lastly, the majority of the respondents (93.1%) indicated that they also investigate pavement distresses during rehabilitation design. To determine whether field investigation is cost-effective, the life-cycle costs and equivalent uniform annual costs of two different designs, one with field investigation and one without field investigation, were compared. The design with field investigation represents the design the SCDOT would use in the future if the SCDOT required field investigation to guide rehabilitation design for non-interstate routes. The design without field investigation represents the current design being used by SCDOT district engineers. The life-cycle cost analysis indicated that when the design with investigation is used instead of the design without investigation, the cost difference to maintain one lane-mile of pavement in good functional condition is -$27,030, in fair functional condition is -$12,220, and in poor functional condition is -$37,348 over the 50-year analysis period; the negative cost difference indicates that it is a savings to the SCDOT. These findings indicate that field investigation is generally cost-effective. Therefore, it is recommended that the SCDOT consider performing field investigation on pavements that are in fair and poor conditions. The investigation procedure for good pavements will likely be modified by on-going efforts from the traffic-speed deflectometer (TSD) pooled fund study and SPR 748.
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