sddot's enhanced pavement management system

09/28/2011 SYNOPSIS 1

SYNOPSIS

Connecting South Dakota and the Nation

D OTSDDOT’S ENHANCED PAVEMENT

MANAGEMENT SYSTEM

09/28/2011 SYNOPSIS i

TABLE OF CONTENTS PAVEMENT MANAGEMENT’S MISSION ........................................................... 1 PAVEMENT MANAGEMENT’S ROLE .............................................................. 2 THE PAVEMENT MANAGEMENT CYCLE ........................................................ 3 THE PLANNING FILE ..................................................................................... 4 THE ENHANCED PAVEMENT MANAGEMENT SYSTEM .................................... 6

DETERMINE ELEMENTS THAT EFFECT PAVEMENT PERFORMANCE .......8 PERFORM A FORMAL DISTRESS SURVEY WITH QUALITY CONTROL ......9 CREATE AND USE INDIVIDUAL, SPECIFIC CONDITION INDEXES ............11 CREATE AND USE PAVEMENT PERFORMANCE CURVES...........................15 ESTABLISH A HISTORICAL PAVEMENT MANAGEMENT DATABASE ......16 PERFORM NETWORK ANALYSIS AND OPTIMIZATION .................................17

APPENDIX A: HIGHWAY PROJECT SELECTION PROCESS .......................... 25 APPENDIX B: DEFINITIONS OF DISTRESS .................................................................26

FLEXIBLE PAVEMENT DISTRESS ............................................................................26 RIGID PAVEMENT DISTRESS ...................................................................................27

APPENDIX C: TREATMENT BASE DESIGNS ...............................................................28

BASE DESIGNS FOR RURAL TREATMENTS USED IN dTIMS CT .......................28 BASE DESIGNS FOR URBAN TREATMENTS USED IN dTIMS CT .......................29

APPENDIX D: ROADWAY WIDTH CHARTS ..................................................................30 APPENDIX E: HIGHWAY SECTIONS ELIGIBLE FOR RESURFACING ONLY .... 31 APPENDIX F: TRIGGER LIMITS FOR CAPITAL IMPROVEMENTS ........................35

RURAL MESH PAVEMENT TREATMENT TRIGGERS ..........................................35 RURAL CRCP PAVEMENT TREATMENT TRIGGERS ...........................................37 RURAL JOINTED PAVEMENTS TREATMENT TRIGGERS ...................................39 RURAL FULL DEPTH PAVEMENT TREATMENT TRIGGERS ..............................41 RURAL THICK ASPHALT PAVEMENT TREATMENT TRIGGERS .......................43 RURAL ASPHALT OVER PCCP PAVEMENT TREATMENT TRIGGERS ............46 RURAL THIN ASPHALT PAVEMENT TREATMENT TRIGGERS ........................49 RURAL BLOTTER SURFACED TREATMENT TRIGGERS .....................................51 RURAL GRAVEL SURFACED TREATMENT TRIGGERS ......................................53 URBAN ASPHALT TREATMENT TRIGGERS ..........................................................54 URBAN CONCRETE TREATMENT TRIGGERS .......................................................55

APPENDIX G: TRIGGER LIMITS FOR ANCILLARY IMPROVEMENTS ..................56

APPENDIX H: TRIGGER LIMITS FOR MAINTENANCE IMPROVEMENTS ...........57

09/28/2011 SYNOPSIS ii

LIST OF TABLES Table 1: Pavement Management Task Force Members .............................................................2 Table 2: 1985 Planning File PSR Thresholds ............................................................................4 Table 3: Surface Types in the Enhanced Pavement Management System. ................................8 Table 4: Failure mechanisms deficiencies for flexible and rigid pavements South Dakota ...............................................................................................................9 Table 5: Severity levels used to describe the cracking failure mechanism deficiencies. .........10 Table 6: Severity levels used to describe the rutting and roughness failure mechanisms. ......10 Table 7: Extent levels used to describe the cracking failure mechanisms. ..............................10 Table 8: Deduct values for the failure mechanism conditions on flexible pavements using an index scale from 0.00 (poor) to 5.00 (excellent). .......................................12 Table 9: Deduct values for the failure mechanism conditions on rigid pavements using an index scale from 0.00 (poor) to 5.00 (excellent). .......................................13 Table 10: Individual condition indexes involved in the calculation of the surface condition index for flexible pavements. ....................................................................................14 Table 11: Individual condition indexes involved in the calculation of the surface condition index for rigid pavements. ........................................................................................14 Table 12: Individual condition indexes involved in the calculation of the surface condition index for rural, rigid pavements. ...............................................................................14 Table 13: Individual condition indexes involved in the calculation of the surface condition index for urban, rigid pavements. .............................................................................14 Table 14: Treatments for use on existing flexible pavements. ..................................................18 Table 15: Treatments for use on existing blotter surfaced roads. ..............................................18 Table 16: Treatments for use on existing gravel surfaced roads ................................................18 Table 17: Treatments for use on existing rigid pavements. .......................................................19 Table 18: Treatments provided from the STIP. .........................................................................19 Table 19: Rural Treatment Cost Matrix. .............................................................................. 20-21 Table 20: Urban Treatment Cost Matrix ....................................................................................22 Table 21: Ancillary Treatment Cost Matrix ...............................................................................23 Table 22: Reconstruction Surfacing Cost Matrix. .....................................................................23 Table C1: Flexible Rural Pavement Designs .............................................................................27 Table C2: Rigid Rural Pavement Designs .................................................................................27 Table C3: Flexible Urban Pavement Designs ............................................................................28 Table C4: Rigid Urban Pavement Designs ................................................................................28 Table D1: Maximum Width Limit for Reconstruction Treatments ...........................................29 Table D2: Minimum Width Limit for Resurfacing Treatments .................................................29 Table E1: Highway Sections Eligible for Resurfacing Only ............................................... 30-31

LIST OF FIGURES Figure 1: Pavement Management Cycle. ...................................................................................3 Figure 2: Sample Performance Curve ......................................................................................15

09/28/2011 SYNOPSIS 1

PAVEMENT MANAGEMENT’S MISSION

TO DEVELOP OBJECTIVE AND COST EFFECTIVE PAVEMENT TREATMENT RECOMMENDATIONS TO MAINTAIN AND IMPROVE THE

CONDITION OF SOUTH DAKOTA’S STATE HIGHWAY SYSTEM.

The pavement management unit accomplishes this mission by:

Recommending improvements to the state highway system Recommending improvements to surfacing designs. Aiding in the assessment of future financial needs of the state highway system. Aiding management in future highway improvement strategies.

09/28/2011 SYNOPSIS 2

PAVEMENT MANAGEMENT’S ROLE

The Pavement Management Unit of the South Dakota Department of Transportation is located in the Office of Planning & Programs. The unit’s primary function is to provide objective data and recommend treatment strategies to SDDOT Upper Management for use in preparing the annual five-year construction program. Secondary functions of the unit include maintaining and providing historical pavement information, analyzing the long term performance of pavement designs, providing economic analysis for high priority highway segments and corridors and to provide technical assistance to pavement related research projects. The pavement management unit works under the guidance of the Pavement Management Task Force. The Task Force consists of SDDOT personnel from Inventory Management, Bureau of Information & Telecommunications, Materials & Surfacing, Operations Support, Planning & Programming, Research, all 4 Regions and one representative from FHWA. A list of the task force members is shown in Table 1. The Task Force is challenged to evaluate and enhance the pavement management system, while maintaining the high level of internal and external credibility and usage.

PAVEMENT MANAGEMENT TASK FORCE NAME REPRESENTING

Phil Dwight Aberdeen Region Representative Joe Feller Materials & Surfacing Representative, John Forman Operations Support Representative Steven Gramm Planning & Programs Representative Jeff Gustafson Mitchell Region Representative Vacant Rapid City Region Representative Brett Hestdalen FHWA Representative Rocky Hook Inventory Management Representative Dave Huft Research Representative Jim Hyde Pierre Region Representative Blair Lunde Pavement Management Engineer Lonnie Stoltenburg Bureau of Information & Telecommunications Representative

Table 1: Pavement Management Task Force Members

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Pavement Management Schedule

May Jun Jul Aug Sep Oct Nov Dec Jan Feb Mar Apr Pavement Data Collection Pavement Data Entry RES Pavement Recollect into d Tims CT

RES Traffic Recollect into d Tims CT

Highway Segmentation Backlog Analysis

PMS Perspective Data Transformations d TIMS CT Initial Analysis Preliminary Region Highway Inspections Interstate Highway Inspection

d TIMS CT Primary Analysis

d TIMS CT Final Analysis Tentative STIP Development Meeting Analysis Procedure Review Analysis Procedure Modifications Deighton User’s Conference

Need’s Book Preparation

Need’s Book Printing & Distribution Region Highway Inspections

May

THE PAVEMENT MANAGEMENT CYCLE

The pavement management unit generally works on an annual cycle as shown in Fig. 1. The exact timing of these events varies from year to year, but generally occur near the time indicated. A more detailed description of the highway project selection process can be found in Appendix A.

Figure 1: Pavement Management Cycle

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THE PLANNING FILE

Developed in 1977 as the Rural Planning Inventory System, the Department’s initial pavement management system was developed as a system to provide information for perpetual needs analysis relative to alternative levels of improvement. This system evolved into what became known as the Planning File. The Planning File was a mainframe based, single-year prioritization system used by the department from 1978 to 1996. The Planning File used a Pavement Serviceability Rating (PSR) to reflect current pavement condition of the highway section. The PSR was based on a 0 to 5 scale, with 5 being a perfect surface. The PSR was derived using data from the profilometer in conjunction with the condition elements from the sufficiency rating. These values were adjusted for the age of the grade, age of the surface over its normal life curve, traffic volume in excess of state averages and truck volume in excess of state averages. The adjusted PSR was then plotted along the life curve belonging to the pavement surface type. In 1985, the system had three life curves to help predict future condition. The three curves were:

Asphalt Concrete (staged) 8 years Asphalt Concrete (full design) 18 years Portland Cement Concrete 33 years

As the system evolved, the Asphalt Concrete (staged) curve was eliminated, leaving the system with two curves. From this curve, a remaining service life could be determined by following the plot from the current PSR to the threshold PSR. The distance along the x-axis (years) from the current PSR to the threshold PSR was the remaining life of the pavement. The threshold PSR was dependent upon the functional class and width of the pavement section as compared to the minimum width for that class of highway. If a section had the minimum acceptable width, a resurfacing treatment would be applied, if it did not exceed minimum width, a reconstruction treatment would be applied. The criteria used in 1985 can be seen in Table 2.

Functional Class Minimum Width Treatment PSR Threshold Principal Arterial Yes Resurfacing 3.0 Principal Arterial No Reconstruction 2.6

Other Functional Class Yes Resurfacing 2.6 Other Functional Class No Reconstruction 2.6

Table 2. 1985 Planning File PSR Thresholds

Per mile costs were applied to each section dependent upon the existing pavement type and the determined treatment. The year of need was determined to be the year the section would fall below the PSR threshold on the life curve for the segment’s pavement type.

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Each section was then given a priority ranking dependant upon 10 factors. These factors contributed to a percentage to the priority ranking number as follows:

Surface Condition (25%) Rideability (23%) Remaining Surface Life (22%) Drainage Adequacy (7%) Surface Thickness (5%) Surface Maintenance (5%) Roadway Strength (4%) Current Traffic (3%) Current Truck Traffic (3%) Friction (3%)

The sections were then prioritized within funding category in worst-first order. When ranks were equal, highways with higher functional classifications and higher traffic volumes would prioritize ahead of those with lower classification and/or volumes. The lists created by the system were then used by upper management for use in preparing the annual five-year construction program. The system gained a reputation of being credible both within SDDOT and by outside agencies, including the state legislature. The system had some limitations, especially in regards to some Federal regulations within the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA). SDDOT responded to these regulations with the development of the Pavement Management Task Force and eventually with the development of a new system.

09/28/2011 SYNOPSIS 6

THE ENHANCED PAVEMENT MANAGEMENT SYSTEM The enhanced pavement management system was developed through Research Project SD93-14, Enhancement of South Dakota’s Pavement Management System. The enhanced system was developed under the guidance of the Pavement Management Task Force after evaluation of the former system. The evaluation of the former system, known as the Planning File, showed its strengths and weaknesses. Some of the strengths of the system included:

• Good external communications outside of the Department. • Usage of the output within the agency.

Some of the weaknesses of the system included:

• The inability to evaluate consequences of varying budgets and scenarios.

• Answering what-if situations. • Couldn’t consider user benefits. • Rigid Mainframe based system. • Only two performance curves.

As a result of the evaluation, it was decided that a new system had to be developed in order to do what was desired. At the same time, Congress enacted ISTEA, which placed additional requirements that could not be addressed by the existing system. The research project had four tasks:

1. Determine how the content and organization of the Department’s database can support a historically based, multi-year optimizing Pavement Management System and identify needed improvements.

2. Develop fundamental pavement management components. 3. Provide operational software. 4. Recommend policies and procedures and provide training.

The research project was awarded to Deighton Associates, LTD. of Bowmanville, Ontario, Canada. Deighton Associates had previously developed a set of software packages, dROAD, dTIMS, and dMAP, which were designed for a management system. dROAD is an inventory software package, dTIMS is an analysis software package, and dMAP is a mapping software package. As part of the research project, Deighton Associates evaluated SDDOT’s current system, supplied SDDOT with eight licenses to use their software, set up the system, and provided training to run the system. SDDOT currently uses a modular combination of the old dRoad and dTims software packages known as dTims CT (version 7).

09/28/2011 SYNOPSIS 7

Deighton Associates followed a seven step approach to fulfilling the requirements of the research project:

1. Review recent applicable literature and studies performed by the Department.

2. Review the existing Pavement Management System. 3. Develop indexes and curves. 4. Define reasonable Maintenance, Rehabilitation & Reconstruction

strategies. 5. Provide and install software. 6. Provide training. 7. Prepare a final report and present to the Task Force and SDDOT

Executive Team. After performing steps one and two, the following steps were recommended:

• Determine elements that effect pavement performance. • Develop and Perform a formal distress survey with quality control. • Create and Use individual, specific condition indexes. • Create and Use pavement performance curves based on expert

opinion*, then history as data becomes available. • Establish a historical pavement management database. • Perform network analysis and optimization.

* Because of the lack of historical pavement condition data, an expert opinion survey was conducted by Deighton Associates. The expert panel consisted of SDDOT personnel from Materials & Surfacing, Operations Support, Planning & Programming, Research, and Field Offices.

09/28/2011 SYNOPSIS 8

DETERMINE ELEMENTS THAT EFFECT PAVEMENT PERFORMANCE The Research Technical Panel concluded that the single biggest influence on pavement performance was pavement type. This conclusion seems reasonable because of the very narrow distribution of traffic loadings in South Dakota, the relatively constant soil support, and Deighton Associates experiences with other state DOT’s. The Technical Panel decided on five types of flexible and rigid pavements. Beginning in 1996, the Pavement Management Unit also started evaluating gravel surfaced highways. In 2000, it was decided to break out blotter surfaced highways from the thin flexible pavement types. The current surface types used by the system are shown in Table 3. Code Type Description

FLEXIBLE

AONC ACP on PCCP Asphalt overlay on top of PCCP BLOT Blotter Blotter treatment without any AC mat FD Full Depth ≥ 10 in. Asphalt Concrete THK Thick ≥ 5 < 10 in. Asphalt Concrete TONS Thin on Strong < 5 in. Asphalt Concrete and ≥ 8 in. granular

base TONW Thin on Weak < 5 in. Asphalt Concrete and < 8 in. granular

base

RIGID

CRCP Continuously Reinforced Continuous reinforced PCCP MESH Mesh Reinforced Mesh reinforced TKSJ Thick Short Jointed ≥ 8 in and ≤ 20 ft joint spacing without dowels TKSJD Thick Short Jointed

w/dowels ≥ 8 in.and ≤ 20 ft. joint spacing with dowels

TNSJ Thin Short Jointed < 8 in and ≤ 20 ft.joint spacing without dowels GRAVEL GRAV Gravel Gravel Surfacing OTHER OTHR Other Surfacing Other (Bridges, etc.)

Table 3: Surface Types in the Enhanced Pavement Management System.

The Technical Panel was then asked to determine the primary failure mechanisms for flexible and rigid pavements in South Dakota. A list of these distresses can be found in Table 4. The failure mechanisms form the foundation of most of the modeling in the enhanced pavement management system.

09/28/2011 SYNOPSIS 9

PERFORM A FORMAL DISTRESS SURVEY WITH QUALITY CONTROL In order to better evaluate the condition of the pavement, a more detail distress survey needed to be performed by SDDOT. The Research Technical Panel identified the failure mechanisms for pavements that were prevalent and would trigger a rehabilitation or reconstruction project in South Dakota. These distresses are listed in Table 4 and defined in Appendix B.

FLEXIBLE PAVEMENTS RIGID PAVEMENTS Deficiency Code Deficiency Code

Transverse Cracking TRCR D Cracking and ASR DASR Fatigue Cracking FTCR Joint Spalling JTSP

Patching/Patch deterioration PTCH Corner Cracking CRCR Block Cracking BLCR Faulting FLTG

Rutting RUT Joint Seal Damage JTSL Roughness RUFF Roughness RUFF

Punchouts POUT

Table 4: Failure mechanism deficiencies for flexible and rigid pavements in South Dakota.

The Technical Panel and Deighton Associates staff then decided on categories of severity and extent for each distress. The extents and severity levels were based upon those given in the Strategic Highway Research Program’s (SHRP) Distress Identification Manual for the Long-Term Pavement Performance Project 1993 Edition. A few modifications were made to better reflect conditions seen in South Dakota. Tables 5 & 6 show the Severity Levels and Table 7 show the extent categories as used by SDDOT’s Enhanced Pavement Management System for each distress. At present, Faulting, Roughness and Rut Depth are collected by Office of Inventory Management staff with the SDDOT type profilometer. All other distresses are being collected by a visual distress survey using seasonal employees. All distresses are collected by sections, with an average section length of 0.250 mile for paved surfaces and 1.000 mile for gravel surfaced highways. 1995 was the first year that the visual distress data had been collected on a statewide basis. For gravel surfaced highways, a rating of 0 to 100 is assigned based upon the observed condition of the roadway. This rating is done using the guidelines stated in the Rural Road Condition Survey Guide published by the SDDOT Office of Research in 1995. DEFICIENCY LOW MEDIUM HIGH Transverse Cracking Crack <1/4 inch width or

Routed & sealed crack < 1/2 inch

Crack > ¼ and <1 inch width and/or <1/4 inch depressions

Crack > 1 inch or (Crack > 1/4 inch width & >1/4 inch depressions)

Fatigue Cracking Fine parallel cracks in the wheel path(s)

Alligator pattern clearly developed

Alligator pattern clearly developed with spalling and distortion

Patching and Patch Deterioration

Patch shows no visual distress of any type and with a smooth ride

Patch shows low or medium severity distress of any type and/or notable roughness

Patch shows a high severity distress of any type and/or distinct roughness

09/28/2011 SYNOPSIS 10

Block Cracking Random longitudinal cracks between the wheel paths, Or interconnected transverse and longitudinal cracks that form blocks greater than 6 feet per side

Interconnected transverse and longitudinal cracks that form blocks 3 feet to 6 feet per side

Interconnected transverse and longitudinal cracks that form blocks less than 3 feet per side

D Cracking & ASR Cracks are light, with no loose or missing pieces.

Cracks are well defined and some small pieces are loose or missing.

Cracks are well developed pattern with a significant amount of loose or missing material.

Joint Spalling Spalls < 3 inches wide with no significant loss of material or Joint & Spall Repair Patch with cracking

Spalls 3 to 6 inches with loss of material.

Spalls > 6 inches with significant loss of material.

Corner Cracking Crack not spalled with no faulting & piece not broken.

Crack spalled slightly, or faulting < 1/2 inch, or piece broken.

Crack spalled, or faulting > 1/2 inch, or piece broken.

Faulting 0.1 to 0.2 inches 0.2 to 0.3 inches > 0.3 inches

Punchout NO SEVERITY LEVELS

Joint Seal Damage damage to < 10% of joint. Damage to 10% - 50% of joint.

Damage to > 50% of joint.

Table 5: Severity levels used to describe the cracking failure mechanism deficiencies.

DEFICIENCY LOW MODERATE HIGH EXTREME Rutting < 1/8 inch 1/8 - 1/4 inch 1/4 -1/2 inch >1/2 inch

Roughness < 170 170 – 195 195 – 225 > 225

Table 6: Severity levels used to describe the rutting and roughness failure mechanisms.

DEFICIENCY LOW MODERATE HIGH EXTREME Transverse Cracking > 50 ft. spacing. >25 ft. & < 50 ft.

spacing < 25 ft. spacing. N/A

Fatigue Cracking 1% to 9% of wheel path

10% to 24% of wheel path

25% to 49% of wheel path

≥ 50% of wheel path

Patching and Patch Deterioration

1% to 9% of section 10% to 24% of section

25% to 49% of section

≥ 50% of section

Block Cracking 1% to 9% of the section

10% to 49% of the section

>50% of the section N/A

D Cracking & ASR 1% to 9% of slabs 10% to 24% of slabs 25% to 49% of slabs ≥ 50% of slabs

Joint Spalling 1% to 9% of joints 10% to 24% of joints 25% to 49% of joints ≥ 50% of joints

Corner Cracking 1% to 9% of slabs 10% to 24% of slabs 25% to 49% of slabs ≥ 50% of slabs

Faulting 1% to 9% of slabs 10% to 24% of slabs 25% to 49% of slabs ≥ 50% of slabs

Punchout <10 per mile 10 to 25 per mile >25 per mile N/A

Joint Seal Damage 1% to 9% of joints 10% to 24% of joints 25% to 49% of joints ≥ 50% of joints

Table 7: Extent levels used to describe the cracking failure mechanism deficiencies.

09/28/2011 SYNOPSIS 11

CREATE AND USE INDIVIDUAL, SPECIFIC CONDITION INDEXES Deighton Associates staff then developed pavement condition indexes for each deficiency, using input from the Technical Panel, and staff experience. The three reasons a pavement management system require condition indexes are:

1. Pavement condition indexes help determine when to apply a treatment. 2. Pavement condition indexes help calculate the cost of a treatment. 3. Pavement condition indexes help monitor the overall health of the

network. SDDOT’s pavement management system uses a 0 to 5 scale for the pavement condition index. Deduct values were developed for severity and extent for each distress. Deduct values for each distress are shown in Tables 8 & 9. Individual indexes for the distresses trigger the treatments chosen by the enhanced system. In order to calculate the benefits of a strategy and to monitor the overall health of the network, a composite condition index is computed. Deighton Associates staff did research on methods to calculate a composite condition index. Most traditional methods to calculate a composite condition index involve averaging the individual indexes. The problem with these methods is that if a pavement has only one bad deficiency, its impact on the composite condition index would be washed out by the good values of all the other deficiencies. As a result of Deighton Associate’s work, the following equation was developed:

CMP = mean - 1.25 × sd Where: CMP = the composite condition index (> lowest individual index and > 0.00)

mean = the mean of all contributing individual condition indexes sd = the standard deviation for the above mean.

The distress indexes used to calculate the mean value and standard deviation varies depending upon the pavement type, and whether or not D-Cracking/ASR exists. The indexes used for each pavement type are shown in Tables 10,11, 12 & 13. The differences are due to the fact that many of the distress types will only occur on certain pavement types, and different tolerances between rural and urban pavements. To use these distresses on other pavement types would skew the composite index. For gravel surfaces, the composite index is determined by converting the gravel rating determined by the distress survey crew to a five point scale. The Pavement Management Task Force later decided to call the calculated composite index as the Surface Condition Index or SCI.

09/28/2011 SYNOPSIS 12

FATIGUE CRACKING AND PATCHING EXTENT

SEVERITY Low Moderate High Extreme Low 0.4 0.8 1.4 2.0

Medium 0.8 1.7 3.1 5.0

High 1.1 2.7 5.0 5.0

TRANSVERSE CRACKING EXTENT

SEVERITY Low Moderate High Low 0.1 0.2 0.5

Medium 0.2 0.6 1.5

High 1.0 2.2 5.0

BLOCK CRACKING EXTENT

SEVERITY Low Moderate High Low 0.7 1.2 2.0

Medium 0.8 1.6 3.0

High 0.9 2.2 5.0

RUT DEPTH

ROUGHNESS

Table 8: Deduct values for the failure mechanism conditions on flexible pavements using an index scale from 0.00 (poor) to 5.00 (excellent).

RUT INDEXinches

0.00

1.00

2.00

3.00

4.00

5.00

0.0 0.2 0.4 0.6 >0.6

Ded

uct V

alue

ROUGHNESS

0.00

1.00

2.00

3.00

4.00

5.00

0 50 110 170 195 225 +

IRI

Dedu

ct Va

lue

09/28/2011 SYNOPSIS 13

CORNER CRACKING

EXTENT SEVERITY Low Moderate High Extreme

Low 0.4 0.8 1.4 2.0 Medium 0.8 1.7 3.1 5.0

High 1.1 2.7 5.0 5.0

D-CRACKING & ASR EXTENT


Medium 1.0 1.7 3.1 5.0

High 1.1 2.7 5.0 5.0

FAULTING

JOINT SPALLING & JOINT SEAL DAMAGE EXTENT


Medium 0.6 1.2 2.0 3.0

High 0.8 1.7 3.2 5.0

PUNCHOUTS EXTENT

SEVERITY Low Moderate High All 0.8 1.7 3.2

ROUGHNESS

Table 9: Deduct values for the failure mechanism conditions on rigid pavements using an index scale from 0.00 (poor) to 5.00 (excellent).

Faulting Deduct Value Curve

0

1

2

3

4

5

0 20 40 60 80 100

Extent of Fault Range

Ded

uct

Val

ue

0.1 > 0.2 INCHES

0.2 > 0.3 INCHES

> 0.3 INCHES

ROUGHNESS

0.00

1.00

2.00

3.00

4.00

5.00

0 50 110 170 195 225 +

IRI

Dedu

ct Va

lue

09/28/2011 SYNOPSIS 14

Pavement

Type Transverse Cracking

Fatigue Cracking

Patching / Patch

Deterioration

Block Cracking

Rut Depth Roughness

AONC yes yes yes yes yes yes BLOT yes yes yes yes yes yes FD yes yes yes yes yes yes THK yes yes yes yes yes yes TONS yes yes yes yes yes yes TONW yes yes yes yes yes yes

Table 10: Individual condition indexes involved in the calculation of the surface condition index for rural, flexible pavements.

Pavement Type

Transverse Cracking

Fatigue Cracking

Patching / Patch

Deterioration

Block Cracking

Rut Depth Roughness

AONC yes yes yes yes yes no BLOT yes yes yes yes yes yes FD yes yes yes yes yes no THK yes yes yes yes yes no TONS yes yes yes yes yes no TONW yes yes yes yes yes no

Table 11: Individual condition indexes involved in the calculation of the surface condition index for urban, flexible pavements.

Pavement Type

D & ASR Cracking

Punchouts Corner Cracking

Faulting Joint Seal Joint Spallng

Roughness

CRCP no if = 5 yes no no no no yes MESH no if = 5 no yes yes no yes yes TKSJ no if = 5 no yes yes no yes yes TKSJD no if = 5 no yes yes no yes yes TNSJ no if = 5 no yes yes no yes yes

Table 12: Individual condition indexes involved in the calculation of the surface condition index for rural, rigid pavements.

Pavement Type

D & ASR Cracking

Punchouts Corner Cracking

Faulting Joint Seal Joint Spallng

Roughness

CRCP no if = 5 yes no no no no no MESH no if = 5 no yes no no yes no TKSJ no if = 5 no yes no no yes no TKSJD no if = 5 no yes no no yes no TNSJ no if = 5 no yes no no yes no Table 13: Individual condition indexes involved in the calculation of the surface condition index for urban,

rigid pavements.

09/28/2011 SYNOPSIS 15

CREATE AND USE PAVEMENT PERFORMANCE CURVES Each pavement type and condition index has its own performance curve. The curves were initially developed using data from the Expert Panel of the expert opinion survey. The Expert Panel members had a table for each pavement distress and each pavement type, which totaled 65 tables. In each table, the experts gave the estimated number of years it would take each distress to reach each level of severity and extent on that pavement type. By combining the data from the experts and the distress deduct values and performing a regression analysis, Deighton Associates developed the initial performance curves. Mathematically there are four types of curves used by SDDOT for pavement performance curves; Linear, Power, Cubic and Quadratic. The equations are as follows:

Linear: Index = C + (M × age) Power: Index = C + (M × ageB ) Cubic: Index = C + (M1 × age) + (M2 × age2) + (M3 × age3) Quadratic: Index = C + (M1 × age) + (M2 × age2)

Where:

Index = the individual condition index or the composite index C = the maximum value of the index MZ = the slope coefficient of the curve for exponent z age = pavement age B = the exponent coefficient of the curve

Each pavement type had one curve developed for each of the individual condition indexes and one for the composite condition index. This led to 35 curves being developed for flexible pavements and 33 curves being developed for rigid pavements. Additional curves have since been developed for the individual condition indexes after the application of certain roadway treatments. Today there are 168 base performance curves in use. Since the initial performance curves were based on expert opinion, Deighton Associates recommended that the curves be based on actual historical data. To develop a method and obtain tools to do this, SDDOT decided to initiate research project SD97-05, Statistical Methods for Pavement Performance Curve Building, Historical Analysis, Data Sampling and Storage. The research project was awarded to Applied Pavement Technology, Inc. (APTECH) of Urbana, Illinois. As a result of the research, SDDOT has developed over 100 historically based pavement performance curves.

Figure 2: Sample Performance Curve

0

1

2

3

4

5

Age

INDEX

09/28/2011 SYNOPSIS 16

ESTABLISH A HISTORICAL PAVEMENT MANAGEMENT DATABASE Initially, SDDOT did not have what would be considered in the industry a historical pavement management database. The software of the enhanced system is capable of storing all data necessary to maintain a pavement management historical database. To utilize this capacity, the Pavement Management Unit created perspectives within the database to exploit this capability by tracking and storing construction history and pavement condition data. Three sets of perspectives in the pavement management database are used to track historical data. The Pavement Management Unit has kept the raw data from the pavement distress surveys since 1995 in one set of perspectives. The second perspective was created to track pavement performance measures on an annual basis. The third perspective tracks construction project history. By utilizing the three perspectives, SDDOT should be able to analyze the cost effectiveness of pavement treatments.

09/28/2011 SYNOPSIS 17

PERFORM NETWORK ANALYSIS AND OPTIMIZATION The enhanced pavement management system evaluates pavement strategies. A pavement strategy is a series of one or more treatments performed over a period of time. A treatment is any action taken on a road section at a specific point in time. The period of time is called the treatment application period. The treatment application period currently used by SDDOT is twenty years. The period of time where the benefits of strategies are calculated is called the analysis period. The analysis period currently used by SDDOT is fifty years. In order to develop the models needed for analysis, Deighton Associates set up four tasks. They are:

1. Identify typical treatment alternatives. 2. Develop a treatment cost matrix. 3. Develop a set of treatment triggers. 4. Develop a set of treatment impacts.

The Pavement Management Task Force identified a list of typical treatment alternatives used to repair pavements in South Dakota. These treatment alternatives have been refined by the Pavement Management Unit as the needs and desires of the Department changes. Tables 14 through 17 show the new list of treatment alternatives. Base Designs for each treatment on the different pavement types are shown in Appendix C. The costs matrix was developed by SDDOT’s Pavement Management Task Force with the help of SDDOT’s Planning/Engineering Division’s Cost Estimators. These costs are updated annually. A summary of these costs are shown in Tables 18 - 21. Tables 18, 19 & 20 show the cost for each treatment as a function of the following items:

• Surfacing Cost • Mobilization Cost • Traffic Control Cost • Slope Flattening (Rural)/ Sidewalk (Urban) Cost • Bridge Replacement/Guard Rail Cost • Box Culvert Cost • Lighting Cost • Preliminary Engineering Cost • Construction Engineering Cost • Right of Way Cost • Utility Cost.

Table 21 shows a summary of the reconstruction surfacing costs based on the following items:

• Highway Classification • ADT • Truck Volumes

09/28/2011 SYNOPSIS 18

ASPHALT TREATMENTS IMPROVEMENT

CODE IMPROVEMENT TYPE BUDGET

CATEGORY ACOU Asphalt Concrete Overlay - Urban Sections RESF ACOV Asphalt Concrete Overlay RESF CIPR Cold in Place Recycle RESF

CS Chip Seal MTCE CSU Chip Seal - Urban Sections MTCE

MACF Mill and Asphalt Concrete Overlay (Full Depth) RESF MACO Mill and Asphalt Concrete Overlay (does not include Full Depth) RESF MACU Mill and Asphalt Concrete Overlay - Urban Sections RESF MAR Complete Mill and Replace Asphalt Concrete RESF

MPCA Mill and Portland Cement Overlay (AONC) RESF MPCO Mill and Portland Cement Overlay RESF MPCU Mill and Portland Cement Overlay - Urban Sections RESF

PIP Process in Place RESF RAS Route and Seal Cracks MTCE

RASU Route and Seal Cracks - Urban Sections MTCE RCFU Reconstruct to Flexible - Urban Sections (TONS) RECN RCRU Reconstruct to Rigid - Urban Sections (TKSJD) RECN RECB Reconstruct to Blotter RECN RECC Reconstruct to CRCP RECN RECF Reconstruct to Flexible (THK Interstate, TONS Other) RECN RECG Reconstruct to Gravel RECN RECR Reconstruct to Rigid (TKSJD) RECN

Table 14: Treatments for use on existing flexible pavements

BLOTTER TREATMENTS

IMPROVEMENT CODE

IMPROVEMENT TYPE BUDGET CATEGORY

ACOB Asphalt Concrete Overlay RESF BLOT Blotter Surfacing or Re-application RESF GSUB Gravel Surfacing or Resurfacing RESF PIPB Process in Place and Blotter Surfacing RESF RECB Reconstruct to Blotter RECN RECF Reconstruct to Flexible (THK Interstate, TONS Other) RECN RECG Reconstruct to Gravel RECN

Table 15: Treatments for use on existing blotter surfaced roads.

GRAVEL TREATMENTS

IMPROVEMENT CODE


GSUR Gravel Surfacing or Resurfacing RESF RECF Reconstruct to Flexible (THK Interstate, TONS Other) RECN RECG Reconstruct to Gravel RECN

Table 16: Treatments for use on existing gravel surfaced roads.

09/28/2011 SYNOPSIS 19

CONCRETE TREATMENTS

IMPROVEMENT CODE


AOVC Asphalt Overlay (No Crack & Seat) RESF AOVU Asphalt Overlay (No Crack & Seat) - Urban Sections RESF

BO Bonded Overlay RESF CSOV Crack & Seat and Asphalt Overlay RESF GRND Grinding Only RESF

PR Pavement Repair MTCE PVR1 Pavement Restoration 1 RESF PVR2 Pavement Restoration 2 RESF PVRU Pavement Restoration - Urban Sections RESF RBOV Rubblize and Asphalt Overlay RESF RCFU Reconstruct to Flexible - Urban Sections (TONS) RECN RCRU Reconstruct to Rigid - Urban Sections (TKSJD) RECN RECC Reconstruct to CRCP RECN RECF Reconstruct to Flexible (THK Interstate, TONS Other) RECN RECG Reconstruct to Gravel RECN RECR Reconstruct to Rigid (TKSJD) RECN RRCC Remove and Replace Portland Cement Concrete (CRCP) RESF RRPC Remove and Replace Portland Cement Concrete (CRCP Interstate TKSJD Other) RESF RRPU Remove and Replace Portland Cement Concrete - Urban Sections (TKSJD) RECN SASJ Saw and Seal Joints MTCE SASU Saw and Seal Joints - Urban Sections MTCE UBCO Unbonded Concrete Overlay RECN UNDB Undersealing / Dowel Bar Retrofit Only RESF

Table 175: Treatments for use on existing rigid pavements

BLOTTER TREATMENTS IMPROVEMENT


CATEGORY ACOV Asphalt Concrete Overlay RESF BLOT Blotter Surfacing or Re-application RESF GSUR Gravel Surfacing or Resurfacing RESF RECF Reconstruct to Flexible (THK Interstate, TONS Other) RECN RECG Reconstruct to Gravel RECN

Table 16: Treatments for use on existing blotter surfaced roads.

GRAVEL TREATMENTS IMPROVEMENT


CATEGORY GSUR Gravel Surfacing or Resurfacing RESF RECF Reconstruct to Flexible (THK Interstate, TONS Other) RECN RECG Reconstruct to Gravel RECN

Table 17: Treatments for use on existing gravel surfaced roads.

OTHER TREATMENTS (For use in STIP perspective only, not available for strategy selection.)

IMPROVEMENT CODE


DNTG DO NOTHING (Used for bridges, Nat’l Park roads) RECN MICR Microsurfacing RESF MISC Miscellaneous Major Improvement RECN

09/28/2011 SYNOPSIS 20

SHWD Shoulder Widening RECN Table 18: Treatments provided from the STIP.

Trigger values were initially developed with aid of the Expert Opinion Survey answers. The triggers have since been revised by the Pavement Management Unit. The treatments are triggered by various distress index values, roadway width, and designation, depending upon pavement type. The triggers for the various pavement types are shown in Appendix F, G & H. The roadway width levels are shown in Appendix D. Appendix E contains a list of state highways designated to be eligible for maintenance and resurfacing budget category treatments only. The analysis software of the enhanced system checks the distress index values, roadway width, and designation flags to select all strategies that fit within the trigger limit window. The analysis software then evaluates the impacts of each eligible treatment on the section of roadway. These impacts are called resets, since they reset values of the indexes, roadway widths, pavement types, etc. The analysis software then relates the reset values to a benefit, and lists the strategies in a worst to best incremental benefit-cost order. The analysis software then selects the best strategy for each section in such a way as to not exceed the budget levels supplied by the user. To select the best strategy for each road section, the analysis software uses heuristic optimization based upon the incremental benefit-cost technique described in Pavement Budget Optimization Using the Incremental Benefit-Cost Technique; Volume 3, Proceedings; North American Pavement Management Conference, 1985.

09/28/2011 SYNOPSIS 21

Summary of Rural Treatment Costs for dTIMS CT Estimates

Asphalt Surface Cost per 2-lane mile

Traffic Control

per 2-lane mile

Slope Flattening

per 2-lane mile Bridge

per structure Box Culvert

per Box Mobilization per project

P.E. per project

C.E. per project

ROW per 2-lane

mile

Utilities per 2-lane

mile

Reconstruction see Reconstruction

Cost Matrix Table 22

$10,000 NA

$120,000+ $80*Area

(new)+$8.75 * Area (old)

$125,000 7.00% 5.50%

(2.5% for Interstate)

8.00% $16,000** $33,900**

Asphalt Overlay $107,266 $4,250 $9,277 $25,053 (replace guardrail) NA 7.00% 2.5% 8.00% NA NA

Mill and AC overlay on FD, THK, or AONC $159,291 $5,250 $9,277 $25,053 (replace guardrail) NA 7.00% 2.5% 8.00% NA NA

Mill and AC Overlay on TONS or TONW $141,825 $5,250 $9,277 $25,053 (replace guardrail) NA 7.00% 2.5% 8.00% NA NA

Mill and Replace AC $302,195 $5,250 $9,277 $25,053 (replace guardrail) NA 7.00% 2.5% 8.00% NA NA

Mill and PCCP Overlay (AONC) $611,026 $12,500 $9,277 $25,053 (replace guardrail) NA 7.00% 2.5% 8.00% NA NA

Mill and PCCP Overlay (FD, THK or TONS) $640,950 $12,500 $9,277 $25,053 (replace guardrail) NA 7.00% 2.5% 8.00% NA NA

Process in Place on FD $412,340 $6,250 $9,277 $25,053 (replace guardrail) NA 7.00% 2.5% 8.00% NA NA

Process in Place on THK $340,910 $6,250 $9,277 $25,053 (replace guardrail) NA 7.00% 2.5% 8.00% NA NA

Process in Place on TONS $266,500 $6,250 $9,277 $25,053 (replace guardrail) NA 7.00% 2.5% 8.00% NA NA

Process in Place on TONW $266,500 $6,250 $9,277 $25,053 (replace guardrail) NA 7.00% 2.5% 8.00% NA NA

Cold in Place Recycle on THK $252,125 $5,250 $9,277 $25,053 (replace guardrail) NA 7.00% 2.5% 8.00% NA NA

Cold in Place Recycle on TONS $230,092 $5,250 $9,277 $25,053 (replace guardrail) NA 7.00% 2.5% 8.00% NA NA

Rout and Seal $2,266 $250 NA NA NA 7.00% 2.5% 8.00% NA NA Chip Seal $10,131 $450 NA NA NA 7.00% 2.5% 8.00% NA NA

Blotter



$10,000 NA

$120,000+ $80*Area


$125,000 7.00% 5.50%


8.00% $16,000** $33,900**

Asphalt Overlay $180,420 $4,750 $9,277 $25,053 (replace guardrail) NA 7.00% 2.5% 8.00% NA NA

Blotter Reapplication $22,549 $1,250 $9,277 $25,053 (replace guardrail) NA 7.00% 2.5% 8.00% NA NA

Process in Place & New Blotter Surface $50,034 $1,750 $9,277 $25,053 (replace guardrail) NA 7.00% 2.5% 8.00% NA NA

Process in Place & Gravel Surfacing $16,784 $1,750 $9,277 $25,053 (replace guardrail) NA 7.00% 2.5% 8.00% NA NA

Gravel



$10,000 NA

$120,000+ $80*Area


$125,000 7.00% 5.50%


8.00% $16,000** $33,900**

Gravel Resurfacing $39,648 $1,275 $9,277 NA NA 7.00% 2.5% 8.00% NA NA Cost Estimates from Project Identification Coordinator, January 5, 2007 * Treatment may have additional Ancillary Treatments, see Table 21: Ancillary Treatment Cost Matrix ** Not included with Interstate reconstruction.

Table 19: Rural Treatment Cost Matrix

09/28/2011 SYNOPSIS 22

Summary of Rural Treatment Costs for dTIMS CT Estimates (cont.)

PCCP Surface Cost per 2-lane mile

Traffic Control

per 2-lane mile

Slope Flattening

per 2-lane mile Bridge

per structure Box Culvert

per Box Mobilization per project

P.E. per project

C.E. per project

ROW per 2-lane

mile

Utilities per 2-lane

mile



$16,000 NA

$120,000+ $80*Area


$125,000 7.00 % 5.50%


8.00% $16,000** $33,900**

Remove and Replace PCCP (CRCP) $884,257 $16,500 $9,277 $25,053 (replace guardrail) NA 7.00% 2.5% 8.00% NA NA

Remove and Replace PCCP (Jointed) $834,987 $16,500 $9,277 $25,053 (replace guardrail) NA 7.00% 2.5% 8.00% NA NA

Rubblize with AC Overlay (non-interstate) $594,830 $16,500 $9,277 $25,053 (replace guardrail) NA 7.00% 2.5% 8.00% NA NA

Rubblize with AC Overlay (interstate) $726,526 $16,500 $9,277 $25,053 (replace guardrail) NA 7.00% 2.5% 8.00% NA NA

Crack and Seat with AC Overlay $340,688 $7,500 $9,277 $25,053 (replace guardrail) NA 7.00% 2.5% 8.00% NA NA

AC Overlay (no crack & seat) $287,454 $5,750 $9,277 $25,053 (replace guardrail) NA 7.00% 2.5% 8.00% NA NA

Pavement Restoration 1* (Mesh) < 40% Full Depth Repair $41,412 $3,750 NA NA NA 7.00% 2.5% 8.00% NA NA

Pavement Restoration 1* (Short Jointed) < 40% Full Depth Repair $57,685 $3,750 NA NA NA 7.00% 2.5% 8.00% NA NA

Pavement Restoration 2* (Mesh) > 40% Full Depth Repair $103,530 $3,750 NA NA NA 7.00% 2.5% 8.00% NA NA

Pavement Restoration 2* (Short Jointed) > 40% Full Depth Repair $243,632 $3,750 NA NA NA 7.00% 2.5% 8.00% NA NA

Grinding Only* (Quartzite) $87,824 $4,250 NA NA NA 7.00% 2.5% 8.00% NA NA Grinding Only* (Granite/Limestone) $43,824 $4,250 NA NA NA 7.00% 2.5% 8.00% NA NA

Undersealing Only* $30,282 $4,250 NA NA NA 7.00% 2.5% 8.00% NA NA

Unbonded CRC Overlay (CRCP) $787,345 $16,500 $9,277 $25,053 (replace guardrail) NA 7.00% 2.5% 8.00% NA NA

Unbonded PCC Overlay (Jointed) $685,571 $15,250 $9,277 $25,053 (replace guardrail) NA 7.00% 2.5% 8.00% NA NA

Bonded Overlay $393,029 $13,000 $9,277 $25,053 (replace guardrail) NA 7.00% 2.5% 8.00% NA NA

Saw and Seal Joints $26,255 $900 NA NA NA 7.00% 2.5% 8.00% NA NA Cost Estimates from Project Identification Coordinator, January 5, 2007 * Treatment may have additional Ancillary Treatments, see Table 21: Ancillary Treatment Cost Matrix ** Not included with Interstate reconstruction.

Table 19: Rural Treatment Cost Matrix (cont.)

09/28/2011 SYNOPSIS 23

Summary of Urban Treatment costs for dTIMS CT Estimates Reconstruction includes Surface Removal, Grading, Drainage, and New Surfacing.

ASPHALT Surface Cost Sidewalk Traffic

Control Bridge Box Culvert Lighting ADA Curb

Ramps Mobilization P.E. C.E. ROW Utilities

per sq. ft. per mile per mile per structure per Box per mile Per mile Per project per project

per project per mile per mile

Reconstruction to Asphalt $6.89 $168,632 $50,000 $120,000+ $80*Area


$125,000 $218,000 N/A 7.0% 9.5% 8.0% $70,000 $100,000

Asphalt Overlay $0.97 N/A $21,500 $25,053 (replace

guardrail) N/A N/A $103,370 7.0% 2.5% 8.0% N/A N/A

Mill & AC Overlay $1.01 N/A $21,500 $25,053 (replace


Mill & PCC Overlay $3.88 N/A $36,500 $25,053 (replace


Rout & Seal $0.02 N/A $1,500 N/A N/A N/A N/A 7.0% 2.5% 8.0% N/A N/A

Chip Seal $0.08 N/A $1,250 N/A N/A N/A N/A 7.0% 2.5% 8.0% N/A N/A

PCCP

Reconstruction to PCCP $8.84 $168,632 $50,000 $120,000+ $80*Area


$125,000 $218,000 N/A 7.0% 9.5% 8.0% $70,000 $100,000

Remove & Replace PCCP $5.00 N/A $32,500 $25,053 (replace


AC Overlay (No Crack & Seat) $1.16 N/A $21,500 $25,053 (replace


Pavement Restoration 2 (Mesh) $0.56 N/A $16,500 N/A N/A N/A N/A 7.0% 2.5% 8.0% N/A N/A Pavement Restoration 2 (Other) $0.89 N/A $16,500 N/A N/A N/A N/A 7.0% 2.5% 8.0% N/A N/A

Grinding Only(Quartzite) $0.56 N/A $11,500 N/A N/A N/A N/A 7.0% 2.5% 8.0% N/A N/A Grinding Only (Granite/Limestone) $0.28 N/A $11,500 N/A N/A N/A N/A 7.0% 2.5% 8.0% N/A N/A

Saw & Seal Joints $0.10 N/A $9,500 N/A N/A N/A N/A 7.0% 2.5% 8.0% N/A N/A Cost Estimates from Project Identification Coordinator, January 5, 2007

Table 20: Urban Treatment Cost Matrix

09/28/2011 SYNOPSIS 24

Summary of Ancillary Costs for dTIMS CT Estimates PCCP Surface Cost

per 2-lane mile Traffic Control

per 2-lane mile Slope Flattening

per 2-lane mile Guard Rail per structure

Lighting per 2-lane mile

Mobilization per project

P.E. per project

C.E. per project

ROW per 2-lane

mile Utilities

per 2-lane mile

Grinding Quartzite $87,824 $1,500 NA NA NA 7.00% 2.50% 8.00% NA NA Grinding Granite or

Limestone $43,824 $1,500 NA NA NA 7.00% 2.50% 8.00% NA NA

Dowel Bar Retrofit $89,179 $2,500 NA NA NA 7.00% 2.50% 8.00% NA NA Cost Estimates from Project Identification Coordinator, January 5, 2007

Table 21: Ancillary Treatment Cost Matrix

Summary of Reconstruction Surfacing Costs for dTIMS CT Estimates Interstate costs are based on old PCCP removal and new surfacing. Divided Highway (non-Interstate) costs are based on old PCCP removal, grading and new surfacing. NHS and STP (non-divided) costs are based on salvage old AC surfacing, grading, and new surfacing. All costs are per 2 lane mile.

INTERSTATE DIVIDED (NON-INTERSTATE) NHS & STP38 ft. Surf. Width 36 ft. Surface Width 40 ft. Surface Width 36 ft. Surface Width 32 ft. Surf. Wth 28 ft. Surf. Wth

>2501 ADT 2500 -1501 ADT 1500 - 551 ADT 550 - 251 ADT < 251 ADT>200 Trucks <200 Trucks >200 Trucks <200 Trucks >200 Trucks <200 Trucks >200 Trucks <200 Trucks

ASPHALT5.5" AC Surfacing, 14" Base Course & 3" AC Shoulders

$706,247

5" AC Surfacing, 14" Base Course & 3"

AC Shoulders$797,592 $861,751

4" AC Surfacing, 14" Base Course & 3"

AC Shoulders$762,724 $819,558

4" AC Surfacing, 14" Base Course &

Gravel Shoulders$751,687 $707,098


Gravel Shoulders$805,523 $780,733

3" AC Surfacing, 12" Base Course & 1.5"

AC Shoulders$609,448


Gravel Shoulders$552,149

Blotter Surfacing, 12" Base Course $317,912

PCCP11" Doweled PCCP, 6" Gravel Cushion &

3" AC Shoulders$884,346

10" CRCP, 6" Gravel Cushion & 3"

AC Shoulders$890,483

9" Doweled PCCP, 6" Gravel Cushion &

3" AC Shoulders$985,765 $985,765 $1,094,727 $1,094,727

8" Doweled PCCP, 6" Gravel Cushion &

Gravel Shoulders$955,960 $955,960 $936,535 $936,535

GRAVEL

4" Gravel Surface, 6" Base Course $425,155 $402,468

Cost Estimates from Project Identification Coordinator, January 5, 2007

Table 22: Reconstruction Surfacing Cost Matrix

09/28/2011 SYNOPSIS 25

APPENDIX A: HIGHWAY PROJECT SELECTION PROCESS South Dakota Department of Transportation Highway Project Selection Process The process of objectively selecting highway construction, reconstruction and resurfacing projects is a multi-stepped one. Below is a summary of the steps involved in the selection process: Inventory Management collects various roadway data from the State Highway System during the Summer; Planning & Programs (PMS Unit) collects visual pavement distress data from the State Highway System during the

Summer. Inventory Management enters data into the Roadway Environment System (RES) file during the Fall; Planning & Programs (PMS Unit) enters visual pavement distress data into the dTims CT database during the Fall. Planning & Programs (PMS Unit) loads RES data into the dTims CT database during December; Planning & Programs (PMS Unit) segments the State Highway System into homogenous sections. The dTims CT

database computes various rating index values and transforms inventory data for each of these highway sections during January.

Backlog analysis is performed to help determine the future funding breakdown between highway funding categories.

The analysis of the dTims CT database is started, by the analysis module, in Planning & Programs (PMS Unit) near the end of January.

Initial highway segment data reports generated for all non-Interstate funding categories are sent to Materials & Surfacing, Maintenance/Construction Management and the four Regions by mid-February;

A Highway Inspection Team comprised of staff from Planning & Programs (PMS Unit), Materials & Surfacing, Maintenance/Construction Management, and field personnel conduct on-site reviews during February and early March to verify accuracy of data on the reports;

The dTIMS CT analysis begins to generate reports optimizing reconstruction and resurfacing treatments by mid-February, focusing on the Interstate System first.

Minor data adjustments identified by the Highway Inspection Teams are made to the dTIMS CT data to reflect observed conditions;

New recommended reconstruction and resurfacing reports are generated based on the updated data and forwarded to the SDDOT Division Directors and Region Engineers;

SDDOT Division Directors, Planning & Programs (STIP Unit) and Region Engineers conduct on-site inspections of road segment conditions in March to verify the accuracy of the recommended lists;

dTIMS CT data is adjusted as required and the final proposed project recommendation reports are generated in April.

Tentative Statewide Transportation Improvement Program (STIP) is developed using the final proposed reports in mid May during the Programming Meeting;

Tentative STIP is printed and distributed to members of the SDDOT Commission for review and preliminary approval in June;

Public meetings to solicit input on the STIP are conducted in July; The SDDOT Commission reviews the input received during the public meetings, considers minor adjustments to

the STIP, and authorizes its final approval in late August; The finalized STIP is printed and distributed to relevant parties; The Division of Planning/Engineering initiates project development, life-cycle cost analysis, design and

implementation; After completion of the project, Inventory Management gathers roadway characteristics to start the whole process

over again.

09/28/2011 SYNOPSIS 26

APPENDIX B: DEFINITIONS OF DISTRESS

FLEXIBLE PAVEMENT DISTRESSES

Transverse Cracking: (TRCR) Appears as cracks perpendicular to pavement centerline. Fatigue Cracking: (FTCR) Appears initially as a single longitudinal crack in the wheel

path. Later appears as a series of interconnected cracks resembling alligator skin or chicken wire.

Patching & Patch Deterioration: (PTCH) Appears as an area where the pavement surface has been

removed or replaced or as a localized overlay covering up another distress.

Block Cracking: (BLCR) Appears as cracks which divide the surface into

approximately rectangular pieces. In the low severity level, they may appear as random longitudinal cracks between the wheel paths.

Rut Depth: (RUT) Appears as a surface depression in the wheel paths. Roughness: (RUFF) The rideability of the road section.

09/28/2011 SYNOPSIS 27

RIGID PAVEMENT DISTRESSES

D-Cracking: (DASR) Appears as a series of closely spaced crescent-shaped

hairline surface cracks. The crack often causes dark coloring of the surface in the surrounding area.

Alkali Silica Reactivity: (DASR) Appears as a series of interconnected cracks. Frequently,

larger cracks are oriented in the longitudinal direction of the pavement and interconnected by finer transverse or random cracks.

Joint Spalling: (JTSP) Appears as the cracking, breaking, chipping, or fraying of

slab edges within 2 feet (0.6 meters) of a joint or crack. Corner Cracking: (CRCR) Appears as a crack extending vertically through the entire

slab depth which intersects the joints at a distance less than 6 feet from the corner of the slab.

Faulting: (FLTG) Appears as the difference in elevation across a joint or

crack. Joint Seal Damage: (JTSL) Appears as any condition which enables incompressible

materials and/or significant amount of water to infiltrate the joint from the surface.

Punchouts: (POUT) The area enclosed by two closely spaced (usually less than

2 feet) transverse cracks, a short longitudinal crack, and the edge of the pavement or a longitudinal joint. Will normally occur on CRCP Only.

Roughness: (RUFF) The rideability of the road section.

09/28/2011 SYNOPSIS 28

APPENDIX C: TREATMENT BASE DESIGNS

BASE DESIGNS FOR RURAL TREATMENTS USED IN dTIMS CT

FLEXIBLE PAVEMENT TYPES

TREATMENT AONC BLOT FD THK TONS TONW ACOV N/A 3” AC Overlay N/A 2” AC Overlay 2” AC Overlay 2” AC Overlay BLOT N/A 2nd Application

Blotter N/A N/A N/A N/A

MACO Mill 2” 2” AC Overlay

N/A N/A Mill 2” 2” AC Overlay

Mill 1” 2” AC Overlay


MACF N/A N/A Mill 2” 2” AC Overlay

N/A N/A N/A

MAR Mill 4” 2” Recycl. AC & 2” AC Overlay

N/A N/A N/A N/A N/A

MPCO Mill 1” 8” PCC Overlay

N/A Mill 4” 8” PCC Overlay

Mill 4” 8” PCC Overlay


N/A

PIP N/A Process 5” Blotter

Process 10” Add 4” Agg.

4” AC Surfacing

Process 8” 4” AC Surfacing

Process 7” 3.5” AC

Surfacing

Process 7” 3.5” AC

Surfacing CIPR N/A N/A N/A Mill 2, CIP 4”

3” AC Surfacing CIP 4”

3” AC Surfacing N/A

N/A = Treatment in Not Applicable to Pavement Type Table C1: Flexible Rural Pavement Designs

RIGID PAVEMENT TYPES

TREATMENT CRCP TKSJ TKSJD TNSJ MESH

AOVC 4.5” AC Surfacing 4.5” AC Surfacing 4.5” AC Surfacing 4.5” AC Surfacing 4.5” AC Surfacing CSOV N/A Crack & Seat

4.5” AC Surfacing Crack & Seat

4.5” AC Surfacing Crack & Seat

4.5” AC Surfacing N/A

BO N/A 4” PCC Overlay 4” PCC Overlay 4” PCC Overlay 4” PCC Overlay GRND N/A Pavement Grinding Pavement Grinding N/A Pavement Grinding PVR1 N/A <40% Full Depth

J&S Repair <40% Full Depth



J&S Repair PVR2 N/A >40% Full Depth

J&S Repair >40% Full Depth



J&S Repair RRPC Remove existing &

5” Gravel Add 5” Gravel &

10” CRCP

Remove existing & 5” Gravel

Add 5” Gravel & 8” PCCP







UBCO 1.5” AC Surfacing 10” CRCP Overlay

1” AC Surfacing 8” PCC Overlay




UNDB N/A Underseal 20’ Joint Spacing 6 dowels per 12’

Underseal 20’ Joint Spacing 6 dowels per 12’

Underseal 20’ Joint Spacing 6 dowels per 12’

N/A

N/A = Treatment in Not Applicable to Pavement Type Table C2: Rigid Rural Pavement Designs

Gravel resurfacing cost is for 3” gravel surfacing Note: These designs are for cost estimating purposes only. The Pavement Management Unit only recommends

treatments, not designs.

09/28/2011 SYNOPSIS 29

BASE DESIGNS FOR URBAN TREATMENTS USED IN dTIMS CT

FLEXIBLE PAVEMENT TYPES

TREATMENT FD THK TONS TONW AONC ACOU

Existing width 2” AC Overlay

with taper to gutter 2” AC Overlay



with taper to gutter N/A

MACU Existing width






MPCU Existing width



N/A N/A N/A

RCFU > of 36’ or

existing width

4” AC with 12” Base Course, C&G





RCRU > of existing

width or (ADT ≤ 5000 = 36’ else

60’)

8” PCC with dowels, C&G





N/A = Treatment in Not Applicable to Pavement Type Table C3: Flexible Urban Pavement Designs

RIGID PAVEMENT TYPES

TREATMENT CRCP TKSJ TKSJD TNSJ MESH AOVU

Existing width N/A 4.5” AC Surfacing 4.5” AC Surfacing 4.5” AC Surfacing 4.5” AC Surfacing

PVRU Existing width

N/A Crack & Seat 4.5” AC Surfacing

Crack & Seat 4.5” AC Surfacing

Crack & Seat 4.5” AC Surfacing

N/A

RRPU Existing width

N/A 4” PCC Overlay 4” PCC Overlay 4” PCC Overlay 4” PCC Overlay

RCFU > of 36’ or

existing width

N/A 4” AC with 12” Base Course, C&G




RCRU > of existing

width or (ADT ≤ 5000 = 36’ else

60’)

N/A 8” PCC with dowels, C&G




N/A = Treatment in Not Applicable to Pavement Type Table C4: Rigid Urban Pavement Designs

Note: These designs are for cost estimating purposes only. The Pavement Management Unit only recommends treatments, not designs.

09/28/2011 SYNOPSIS 30

APPENDIX D: ROADWAY WIDTH CHARTS

MAXIMUM RECONSTRUCTION ELIGIBLE

For a rural section of highway to be eligible for a RECONSTRUCTION treatment, the roadway width must be less than the value in the table below. These values are based upon Policy RD-1998-3. Highways sections listed in Appendix E are not eligible for reconstruction, regardless of the roadway width.

ADT Range NHS NON-NHS

Rural < 1500 36 36 Two-lane = > 1500 40 40 Four-lane Non-Interstate 36 36 Divided Interstate 38 N/A

Table D1: Maximum Width Limit for Reconstruction Treatments

MINIMUM RESURFACING ELIGIBLE

For a rural section of highway to be eligible for RESURFACING, the roadway width must be greater than or equal to the value in the table below. These values are based upon Policy RD-1998-4. Highway sections exempted from this policy are listed in Appendix E.

ADT Range NHS NON-NHS

Rural < 551 28 24 Two-lane 551 - 1500 30 24

1501 - 2500 32 26 > 2500 36 28

Four-lane Non-Interstate 36 36 Divided Interstate 38 N/A

Table D2: Minimum Width Limit for Resurfacing Treatments

09/28/2011 SYNOPSIS 31

APPENDIX E: HIGHWAY SECTIONS ELIGIBLE FOR RESURFACING ONLY The sections of state highway listed in the following table can only be triggered for a RESURFACING treatment by the dTIMS CT. This is not to say that these routes will never be reconstructed, but that dTIMS CT will not be allowed to generate a reconstruction strategy for these sections.

Table E1. Highway Sections Eligible for Resurfacing Only

HIGHWAY BEG. MRM END MRM LENGTH JUSTIFICATION 10 203.22 + 0.000 224.24 + 0.000 21.021 Region Request 10 225.24 + 0.000 279.30 + 0.000 53.994 Region Request 10 282.30 + 0.000 304.16 + 0.000 21.832 Region Request 11 009.04 + 0.000 014.10 + 0.000 5.046 Region Request 11 023.46 + 0.000 54.48 + 0.000 31.032 Region Request 11 081.48 + 0.087 102.55 + 0.000 21.005 Region Request 12 093.00 + 0.314 099.60 + 0.000 6.343 Region Request 12 233.36 + 0.000 262.60 + 0.045 29.296 Region Request

12 P 277.29 + 0.000 277.93 + 0.000 0.640 Non-Significant Highway 13 105.00 + 0.000 128.05 + 0.000 23.015 Non-Significant Highway 14 326.39 + 0.190 330.00 + 0.162 3.081 Region Request 14 331.00 + 0.010 338.00 + 0.515 7.682 Region Request

14 A 011.00 + 0.767 029.15 + 0.000 17.301 Black Hills Highway 14 P 247.83 + 0.000 248.90 + 0.000 1.071 Non-Significant Highway 14 E 418.11 + 0.000 419.57 + 0.000 1.584 Non-Significant Highway 14 W 418.19 + 0.000 419.57 + 0.000 1.567 Non-Significant Highway

14 419.57 + 0.000 421.47 + 0.000 1.924 Non-Significant Highway 14 E 421.47 + 0.000 422.44 + 0.000 0.958 Non-Significant Highway 14 W 421.47 + 0.000 422.44 + 0.000 0.959 Non-Significant Highway

14 422.44 + 0.000 423.19 + 0.000 0.771 Non-Significant Highway 14 B 231.15 + 0.000 233.99 + 0.000 2.832 Region Request (Tenative)

15 182.46 + 0.000 198.79 + 0.000 16.302 Region Request 15 198.79 + 0.000 206.58+0.000 8.963 Region Request 15 206.58 + 0.000 207.69 + 0.000 1.110 Non-Significant Highway

16A 023.52 + 0.000 052.06 + 0.000 28.417 Black Hills Highway 16AE 052.06 + 0.000 052.39 + 0.000 0.323 Black Hills Highway 16AW 052.06 + 0.000 052.39 + 0.000 0.323 Black Hills Highway 16A 052.39 + 0.000 053.16 + 0.000 0.735 Black Hills Highway

16AE 053.16 + 0.000 053.52 + 0.000 0.360 Black Hills Highway 16AW 053.16 + 0.000 053.52 + 0.000 0.360 Black Hills Highway 16A 053.52 + 0.000 055.76 + 0.000 2.314 Black Hills Highway 16 E 061.00 + 0.396 067.21 + 0.000 5.560 Region Request 16 W 061.00 + 0.396 067.21 + 0.000 5.559 Region Request 18 P 12.88 + 0.000 13.65 + 0.000 0.766 Non-Significant Highway

18 273.64 + 0.043 332.90 + 0.000 59.176 Region Request 18 332.90 + 0.000 355.87 + 0.000 23.221 Region Request 18 355.87 + 0.000 373.94 + 0.000 18.088 Region Request 18 419.82 + 0.000 420.81 + 0.000 0.990 Region Request 18 446.67 + 0.000 451.96 + 0.000 5.226 Region Request

18 B 038.68 + 0.000 040.54+0.000 1.853 Region Request 19 000.00 + 0.000 004.29 + 0.000 5.175 Region Request 19 004.99 + 0.000 025.28 + 0.000 20.779 Region Request

19A 025.28 + 0.000 033.44 + 0.000 8.161 Non-Significant Highway 19 031.26 + 0.000 042.27 + 0.000 11.017 Region Request 19 043.26 + 0.000 051.26 + 0.000 8.000 Region Request

19 N 054.17 + 0.000 054.30 + 0.000 0.128 Region Request 19 S 054.17 + 0.000 054.30 + 0.000 0.128 Region Request 19 054.30 + 0.000 064.49 + 0.000 10.177 Region Request 19 065.50 + 0.000 72.68 + 0.000 7.129 Region Request 20 003.76 + 0.000 011.00 + 0.360 7.594 Region Request 20 011.00 + 0.360 027.81 + 0.000 14.872 Region Request 20 052.00 + 0.027 066.00 + 0.000 13.992 Region Request 20 079.00 + 0.917 096.97 + 0.000 17.053 Region Request 20 181.00 + 0.204 193.61 + 0.000 11.039 Region Request 20 257.56 + 0.000 267.52 + 0.000 9.865 Region Request 20 267.52 + 0.000 294.77 + 0.000 27.262 Region Request 20 296.77 + 0.000 341.61 + 0.000 44.805 Region Request

09/28/2011 SYNOPSIS 32

HIGHWAY BEG. MRM END MRM LENGTH JUSTIFICATION 20 360.33 + 0.551 383.73 + 0.000 22.831 Region Request

20 P 393.69 + 0.000 394.18 + 0.000 0.458 Non-Significant Highway 20 416.45 + 0.000 418.74 + 0.000 2.292 Non-Significant Highway 20 418.74 + 0.000 439.25 + 0.000 20.570 Region Request 21 121.98 + 0.000 127.78 + 0.000 5.777 Non-Significant Highway 22 333.38 + 0.000 346.85 + 0.000 13.492 Non-Significant Highway 22 360.64 + 0.242 370.57 + 0.000 9.689 Region Request 25 049.42 + 0.000 053.54 + 0.000 4.112 Non-Significant Highway 25 055.72 + 0.000 082.83 + 0.000 27.149 Region Request 25 115.55 + 0.211 128.88 + 0.000 13.160 Region Request 25 131.87 + 0.000 148.93 + 0.000 17.045 Region Request 25 149.80 + 0.000 168.84 + 0.000 19.336 Region Request 25 182.17 + 0.037 212.26 + 0.000 30.060 Region Request 25 213.10 + 0.000 230.44 + 0.000 17.333 Region Request 25 236.45 + 0.000 241.46 + 0.000 5.031 Region Request 26 230.12 + 0.000 252.85 + 0.000 22.728 Non-Significant Highway 26 253.85 + 0.000 279.67 + 0.000 25.812 Non-Significant Highway 27 212.00 + 0.355 221.00 + 0.127 8.714 Region Request 28 278.00 + 0.020 324.00 + 0.063 46.027 Region Request 28 324.35 + 0.000 341.01 + 0.000 16.682 Region Request 28 341.99 + 0.000 355.52 + 0.000 13.539 Region Request 28 355.52 + 0.000 361.00 + 0.204 5.693 Region Request 28 365.36 + 0.000 377.06 + 0.000 11.456 Region Request

29 P 4.34 + 0.000 4.53 + 0.000 0.189 Non-Significant Highway 30 357.00 + 0.000 358.52 + 0.000 1.509 Non-Significant Highway 32 414.19 + 0.000 422.82 + 0.000 8.595 Region Request 34 010.00 + 0.046 027.46 + 0.000 17.375 Region Request 34 056.57 + 0.330 077.00 + 0.246 20.401 Region Request 34 274.84 + 0.000 283.65 + 0.077 8.814 Region Request 34 291.83 + 0.000 330.32 + 0.000 38.431 Region Request

34 E 330.32 + 0.000 341.04 + 0.000 10.603 Region Request 34 W 330.32 + 0.000 341.04 + 0.000 10.602 Region Request

34 341.04 + 0.000 350.02 + 0.000 9.171 Region Request 34 350.02 + 0.000 356.00 + 0.885 6.853 Region Request 34 356.00 + 0.885 373.12 + 0.000 16.229 Region Request



37 P 0.63 + 0.000 1.13 + 0.000 0.498 Non-Significant Highway 37 P 11.94 + 0.000 13.29 + 0.000 1.349 Non-Significant Highway

37 024.44 + 0.000 072.35 + 0.000 47.954 Region Request 37 N 076.51 + 0.000 095.21 + 0.000 18.775 Region Request 37 S 076.51 + 0.000 095.21 + 0.000 18.859 Region Request 37 095.21 + 0.000 095.64 + 0.000 0.417 Region Request

37 N 105.80 + 0.000 114.88 + 0.000 8.994 Region Request 37 S 105.80 + 0.000 114.88 + 0.000 8.985 Region Request 37 129.70 + 0.000 133.00 + 0.729 3.986 Region Request 37 133.00 + 0.729 164.02 + 0.000 30.265 Region Request 37 169.40 + 0.000 193.42 + 0.000 21.027 Region Request 37 233.51 + 0.000 243.63 + 0.000 10.081 Region Request 38 300.34 + 0.000 348.91 + 0.000 48.563 Non-Significant Highway

38 P 302.40 + 0.000 303.56 + 0.000 1.159 Non-Significant Highway 38 P 303.89 + 0.000 304.48 + 0.000 0.594 Non-Significant Highway

38 349.95 + 0.000 364.26 + 0.000 14.302 Non-Significant Highway 38 E 364.26 + 0.000 366.46 + 0.000 2.222 Non-Significant Highway 38 W 364.26 + 0.000 366.46 + 0.000 2.222 Non-Significant Highway

38 366.46 + 0.000 367.23 + 0.000 0.773 Non-Significant Highway 40 032.00 + 0.000 047.81 + 0.000 15.612 Black Hills Highway / Non-Significant Highway 42 280.00 + 0.000 285.88 + 0.000 5.870 Non-Significant Highway 42 301.85 + 0.000 361.00 + 0.000 59.172 Region Request 44 026.90 + 0.000 039.61 + 0.000 12.690 Region Request 44 054.11 + 0.022 065.00 + 0.356 11.153 Region Request 44 090.14 + 0.000 107.53 + 0.000 17.357 Region Request 44 090.14 + 0.000 092.38 + 0.000 2.170 Badlands National Park 44 133.00 + 0.953 145.00 + 0.881 11.925 Region Request 44 155.35 + 0.000 172.54 + 0.099 16.309 Region Request

09/28/2011 SYNOPSIS 33

HIGHWAY BEG. MRM END MRM LENGTH JUSTIFICATION 44 274.48 + 0.000 327.89 + 0.000 53.409 Region Request 44 330.53 + 0.000 392.75 + 0.000 62.029 Region Request


44 393.27 + 0.000 406.31 + 0.000 13.044 Region Request 45 027.00 + 0.000 051.69 + 0.000 24.664 Region Request 45 056.74 + 0.000 081.10 + 0.000 24.358 Region Request 45 081.10 + 0.000 111.54 + 0.000 30.548 Region Request 45 193.00 + 0.028 201.51 + 0.000 12.625 Region Request 46 277.14 + 0.000 325.00 + 0.220 48.101 Region Request 46 325.00 + 0.220 332.00 + 0.293 7.068 Region Request 46 332.00 + 0.293 334.00 + 0.366 1.032 Region Request 46 366.45 + 0.124 382.66 + 0.000 16.099 Region Request 47 000.00 + 0.000 012.56 + 0.000 12.542 Region Request 47 031.67 + 0.000 042.00 + 0.030 10.255 Region Request 47 042.00 + 0.030 057.00 + 0.609 15.576 Region Request 47 057.00 + 0.609 067.78 + 0.004 10.155 Region Request 47 88.10 + 0.000 90.88 + 0.000 2.895 Region Request 47 118.18 + 0.000 136.17 + 0.000 17.897 Region Request 47 137.18 + 0.000 173.92 + 0.000 36.713 Region Request 47 224.64 + 0.000 235.14 + 0.000 10.447 Region Request 47 235.14 + 0.000 247.27 + 0.000 12.178 Region Request 49 018.14 + 0.000 027.50 + 0.000 9.466 Non-Significant Highway 50 241.50 + 0.000 273.42 + 0.000 31.758 Region Request 50 290.12 + 0.000 305.22 + 0.180 15.008 Region Request 50 337.66 + 0.000 350.42 + 0.000 12.553 Region Request


50 351.20 + 0.000 354.30 + 0.000 3.108 Region Request 50 E 354.30 + 0.000 355.17 + 0.000 0.878 Region Request 50 W 354.30 + 0.000 355.17 + 0.000 0.878 Region Request




50 368.08 + 0.000 382.92 + 0.000 14.601 Region Request 50 EL 406.65 + 0.000 407.30 + 0.000 0.736 Non-Significant Highway 50 WL 406.65 + 0.000 407.30 + 0.000 0.971 Non-Significant Highway 50 L 407.30 + 0.000 407.96 + 0.000 0.661 Non-Significant Highway 50 L 408.93 + 0.000 411.18 + 0.000 2.226 Non-Significant Highway 50 EL 411.18 + 0.000 411.81 + 0.000 0.601 Non-Significant Highway 50 WL 411.18 + 0.000 411.49 + 0.000 0.301 Non-Significant Highway

50 417.00 + 0.267 423.00 + 0.513 6.188 Region Request 52 332.24 + 0.000 337.30 + 0.000 5.044 Region Request 53 000.00 + 0.000 010.98 + 0.000 18.400 Non-Significant Highway 53 010.98 + 0.000 026.98 + 0.000 15.972 Non-Significant Highway 53 049.98 + 0.000 083.32 + 0.000 33.103 Non-Significant Highway 63 026.71 + 0.000 047.69 + 0.000 20.826 Non-Significant Highway 63 054.00 + 0.000 076.42 + 0.000 22.049 Non-Significant Highway 63 118.33 + 0.000 118.59 + 0.000 0.253 Region Request 63 119.12 + 0.000 140.00 + 0.993 21.937 Region Request 63 140.00 + 0.993 145.00 + 0.662 4.247 Region Request 63 190.00 + 0.423 204.91 + 0.000 13.113 Region Request 71 000.00 + 0.000 028.00 + 0.882 28.091 Non-Significant Highway 71 028.00 + 0.882 035.59 + 0.000 6.257 Region Request 73 078.07 + 0.000 092.29 + 0.000 14.185 Region Request 73 146.14 + 0.000 160.00 + 0.387 14.152 Region Request 73 213.45 + 0.000 241.63 + 0.000 28.174 Region Request

79 N 080.15 + 0.000 081.24 + 0.000 1.096 Non-Significant Highway 79 S 080.15 + 0.000 081.24 + 0.000 1.096 Non-Significant Highway 79 081.24 + 0.000 085.38 + 0.000 4.073 Non-Significant Highway

79 N 085.38 + 0.000 087.63 + 0.000 2.269 Non-Significant Highway 79 S 085.38 + 0.000 087.18 + 0.000 1.823 Non-Significant Highway

09/28/2011 SYNOPSIS 34

HIGHWAY BEG. MRM END MRM LENGTH JUSTIFICATION 81 006.17 + 0.000 092.61 + 0.000 86.142 Region Request 81 094.71 + 0.000 107.73 + 0.000 13.013 Region Request 81 107.73 + 0.000 116.75 + 0.000 9.109 Region Request 81 156.07 + 0.000 161.64 + 0.000 5.598 Non-Significant Highway 87 040.06 + 0.000 047.27 + 0.000 7.151 Wind Cave National Park 87 047.27 + 0.000 057.92 + 0.000 10.677 Black Hills Highway 87 059.36 + 0.000 079.36 + 0.000 20.084 Black Hills Highway 89 058.51 + 0.000 064.58 + 0.000 6.022 Black Hills Highway

90 L 260.40 + 0.000 263.50 + 0.000 3.240 Non-Significant Highway 90 EL 263.50 + 0.000 263.88 + 0.000 0.439 Non-Significant Highway 90 WL 263.50 + 0.000 263.88 + 0.000 0.439 Non-Significant Highway 90 L 263.88 + 0.000 263.96 + 0.000 0.092 Non-Significant Highway 90 P 296.62 + 0.000 297.14 + 0.000 0.513 Non-Significant Highway 101 085.50 + 0.000 088.72 + 0.000 3.064 Non-Significant Highway 105 009.94 + 0.000 011.11 + 0.000 1.135 Non-Significant Highway 106 332.50 + 0.000 337.67 + 0.000 5.151 Region Request 109 153.50 + 0.000 165.66 + 0.000 12.167 Region Request 127 213.92 + 0.000 227.04 + 0.101 13.256 Region Request 127 227.04 + 0.101 234.00 + 0.222 7.043 Region Request 127 239.00 + 0.212 251.17 + 0.000 11.960 Region Request 130 193.00 + 0.000 200.08 + 0.000 7.069 Non-Significant Highway 134 275.00 + 0.000 278.09 + 0.000 3.088 Non-Significant Highway 139 138.00 + 0.000 144.20 + 0.000 6.198 Non-Significant Highway 144 188.00 + 0.000 190.92 + 0.000 2.885 Non-Significant Highway 153 001.25 + 0.000 003.62 + 0.000 2.369 Non-Significant Highway 158 439.25 + 0.000 448.40 + 0.000 9.150 Non-Significant Highway 203 053.00 + 0.000 054.00 + 0.000 0.998 Non-Significant Highway 212 015.21 + 0.210 035.00 + 0.948 19.424 Region Request 212 039.18 + 0.000 056.00 + 0.562 17.378 Region Request 212 056.00 + 0.562 065.00 + 0.802 9.200 Region Request 212 245.00 + 0.081 266.70 + 0.000 21.535 Region Request 212 335.00 + 0.292 338.00 + 0.044 6.875 Region Request 212 346.19 + 0.224 369.84 + 0.000 23.349 Region Request 212 353.00 + 0.658 353.00 + 0.979 0.321 Region Request 212 386.18 + 0.000 386.27 + 0.092 0.180 Region Request 224 288.11 + 0.000 296.17 + 0.000 7.962 Non-Significant Highway 230 043.00 + 0.000 044.72 + 0.000 2.010 Non-Significant Highway 236 340.00 + 0.000 341.61 + 0.000 1.363 Non-Significant Highway 239 187.99 + 0.000 195.33 + 0.000 7.312 Non-Significant Highway 240 126.18 + 0.000 126.93 + 0.000 0.759 Non-Significant Highway

240 E 126.93 + 0.000 127.37 + 0.000 0.478 Non-Significant Highway 240 W 126.93 + 0.000 127.37 + 0.000 0.493 Non-Significant Highway

240 127.37 + 0.000 127.48 + 0.000 0.102 Non-Significant Highway 240 134.44 + 0.000 162.38 + 0.000 27.747 Badlands National Park 244 024.00 + 0.000 031.34 + 0.633 7.994 Black Hills Highway 247 169.52 + 0.000 192.54 + 0.000 23.023 Non-Significant Highway 248 143.56 + 0.000 203.87 + 0.000 60.172 Non-Significant Highway

248 P 164.64 + 0.000 164.86 + 0.000 0.219 Non-Significant Highway 248 205.50 + 0.000 262.57 + 0.000 56.869 Non-Significant Highway 249 073.00 + 0.000 074.19 + 0.000 1.174 Non-Significant Highway 251 000.00 + 0.000 015.84 + 0.000 15.816 Non-Significant Highway 253 172.91 + 0.000 190.93 + 0.000 18.024 Non-Significant Highway 258 276.93 + 0.000 279.48 + 0.000 2.552 Non-Significant Highway 271 162.44 + 0.000 173.74 + 0.000 11.302 Non-Significant Highway 271 189.91 + 0.000 203.70 + 0.000 13.708 Non-Significant Highway 281 035.81 + 0.000 041.05 + 0.062 5.304 Region Request 281 041.05 + 0.062 048.58 + 0.000 7.493 Region Request 281 048.58 + 0.000 059.00 + 0.224 10.664 Region Request 281 071.47 + 0.000 105.11 + 0.000 33.637 Region Request 314 378.33 + 0.000 382.49 + 0.000 4.117 Non-Significant Highway 324 357.49 + 0.000 366.09 + 0.000 8.601 Non-Significant Highway 377 119.53 + 0.000 121.71 + 0.000 2.173 Badlands National Park 385 042.75 + 0.000 049.20 + 0.000 6.495 Wind Cave National Park 471 007.00 + 0.000 028.90 + 0.000 22.085 Non-Significant Highway 473 091.00 + 0.000 094.16 + 0.000 3.133 Black Hills Highway / Non-Significant Highway


09/28/2011 SYNOPSIS 35

HIGHWAY BEG. MRM END MRM LENGTH JUSTIFICATION 1806 015.68 + 0.000 025.75 + 0.000 10.028 Region Request 1806 37.88 + 0.000 42.78 + 0.000 4.668 Non-Significant Highway 1806 042.78 + 0.000 048.55 + 0.000 5.910 Region Request 1806 186.46 + 0.000 191.60 + 0.000 5.137 Region Request 1806 193.00 + 0.624 221.05 + 0.000 27.371 Region Request 1806 359.75 + 0.000 363.43 + 0.000 3.682 Non-Significant Highway 1806 364.61 + 0.000 386.83 + 0.000 21.875 Non-Significant Highway

1806 P 370.13 + 0.000 371.93 + 0.000 1.798 Non-Significant Highway

Table E1. Highway Sections Eligible for Resurfacing Only

09/28/2011 SYNOPSIS 36

APPENDIX F: TRIGGER LIMITS FOR CAPITAL IMPROVEMENTS

RURAL MESH PAVEMENT TREATMENT TRIGGERS

AC Overlay (No Crack & Seat) RD_WIDTH < MAX_REC_WD OR RECONFLAG<>1

XAGE > 19 ONLY

DASR ≥ 2.30 ≤ 3.60

JTSP ≤ 3.3 and CRCR ≤ 3.3 and DASR ≥ 2.30

JTSP ≤ 3.3 and FLTG ≤ 2.3 and DASR ≥ 2.30

JTSP ≤ 3.3 and RUFF ≤ 4.0 and DASR ≥ 2.30

AC Overlay (Rubblize) RD_WIDTH < MAX_REC_WD OR RECONFLAG<>1

XAGE > 19 ONLY

DASR ≤ 3.60

JTSP ≤ 3.3 and CRCR ≤ 3.3

JTSP ≤ 3.3 and FLTG ≤ 2.3

JTSP ≤ 3.3 and RUFF ≤ 4.0

Bonded Overlay INTERSTATE CATEGORY ONLY

XAGE > 29 ONLY

DASR ≥ 4.0 and JTSP ≥ 3.5 and CRCR ≥ 4.5 and FLTG ≥ 3.0 and RUFF ≤ 4.0

Pavement Restoration 1

DASR ≥ 2.9 and (JTSP ≥ 2.0 ≤ 3.8) and CRCR > 4.0 and RUFF ≥ 3.3


DASR ≥ 2.9 and JTSP ≤ 3.8 and CRCR > 4.0 and RUFF ≥ 3.0 and FLTG ≥ 1.0

DASR ≥ 2.9 and (FLTG ≥ 1.0 ≤ 3.8) and CRCR > 4.0 and RUFF ≥ 3.0

Remove & Replace Rigid Pavement ADT > 1500 OR NO_TRUCKS > 275 ONLY

XAGE > 19 ONLY

DASR ≤ 3.3



09/28/2011 SYNOPSIS 37

Unbonded Overlay INTERSTATE CATEGORY ONLY

IN_SHLDR_W ≥ 6 ONLY XAGE > 29 ONLY

DASR ≤ 3.3



Grinding Only

DASR ≥ 2.9 and JTSP > 3.8 and FLTG < 3.6

DASR ≥ 2.9 and JTSP > 3.8 and RUFF ≤ 3.6

Reconstruction to Flexible Pavement

ADT < 2500 ONLY RD_WIDTH < MAX_REC_WD (NON INTERSTATE ONLY)

RECONFLAG = ‘1’ ONLY ZAGE > 29 ONLY

DASR ≤ 3.3



Reconstruction to Rigid Pavement

ADT > 1500 OR NO_TRUCKS > 275 ONLY RD_WIDTH < MAX_REC_WD (NON INTERSTATE ONLY)


DASR ≤ 3.3



Reconstruction to CRC Pavement

ADT > 2000 ONLY NO. TRUCKS ≥ 500

INTERSTATE CATEGORY ONLY ZAGE > 29 ONLY

DASR ≤ 3.3



09/28/2011 SYNOPSIS 38

RURAL CRCP PAVEMENT TREATMENT TRIGGERS

AC Overlay (No Crack & Seat) XAGE > 19 ONLY

DASR ≥ 2.30 ≤ 3.60

POUT ≤ 3.3 and DASR ≥ 2.30

RUFF ≤ 4.0 and DASR ≥ 2.30

AC Overlay (Rubblize)

RD_WIDTH < MAX_REC_WD OR RECONFLAG<>1 XAGE > 19 ONLY

DASR ≤ 3.60




Remove & Replace CRCP Pavement

ADT > 2000 NO. TRUCKS ≥ 500

INTERSTATE CATEGORY ONLY XAGE > 19 ONLY

DASR ≤ 3.3

POUT ≤ 2.3

Unbonded Overlay

INTERSTATE CATEGORY ONLY IN_SHLDR_W ≥ 6 ONLY

XAGE > 29 ONLY

DASR ≤ 3.3

POUT ≤ 2.3

Reconstruction to Flexible Pavement ADT < 2500 ONLY

RD_WIDTH < MAX_REC_WD (NON INTERSTATE ONLY) RECONFLAG = ‘1’ ONLY

ZAGE > 29 ONLY

DASR ≤ 3.3

POUT ≤ 2.3

09/28/2011 SYNOPSIS 39

Reconstruction to Rigid Pavement ADT > 1500 OR NO_TRUCKS > 275 ONLY


ZAGE > 29 ONLY

DASR ≤ 3.3

POUT ≤ 2.3

Reconstruction to CRC Pavement ADT > 2000 ONLY NO. TRUCKS ≥ 500


DASR ≤ 3.3

POUT ≤ 2.3

09/28/2011 SYNOPSIS 40

RURAL JOINTED PAVEMENTS TREATMENT TRIGGERS (INCLUDES TKSJ, TKSJD, TNSJ)

Bonded Overlay

INTERSTATE CATEGORY ONLY XAGE > 29 ONLY

DASR ≥ 4.0 and JTSP ≥ 3.5 and CRCR ≥ 4.5 and FLTG ≥ 3.0 and RUFF ≤ 4.0

AC Overlay (Crack & Seat)

RD_WIDTH < MAX_REC_WD OR RECONFLAG<>1

XAGE > 19 ONLY

DASR ≥ 2.30 ≤ 3.60

JTSP ≤ 3.3 and CRCR ≤ 3.3 and FLTG ≤ 2.3 and RUFF ≤ 4.0 and DASR ≥ 2.30

AC Overlay (Rubblize) RD_WIDTH < MAX_REC_WD OR RECONFLAG<>1

XAGE > 19 ONLY

DASR ≤ 3.60





DASR ≥ 2.9 and (JTSP ≥ 2.0 ≤ 3.8) and CRCR > 3.0 and RUFF ≥ 3.3


DASR ≥ 2.9 and JTSP ≤ 3.8 and CRCR > 3.0 and RUFF ≥ 3.0

DASR ≥ 2.9 and FLTG ≥ 1.0 ≤ 3.8 and CRCR > 3.0 and RUFF ≥ 3.0

Remove & Replace Rigid Pavement ADT > 1500 OR NO_TRUCKS > 275 ONLY

XAGE > 19 ONLY

DASR ≤ 3.3



09/28/2011 SYNOPSIS 41

Unbonded Overlay INTERSTATE CATEGORY ONLY

IN_SHLDR_W ≥ 6 ONLY XAGE > 29 ONLY

DASR ≤ 3.3



Grinding Only

NOT AVAILABLE FOR TNSJ PAVEMENT

DASR ≥ 2.9 and JTSP > 3.8 and FLTG < 3.6

DASR ≥ 2.9 and JTSP > 3.8 and RUFF ≤ 3.6

Undersealing/ Dowel Bar Retrofit TNSJ and TKSJ ONLY

DASR ≥ 2.9 and JTSP > 3.8 and CRCR >3.5 and FLTG < 4.5




DASR ≤ 3.3






DASR ≤ 3.3





DASR ≤ 3.3



09/28/2011 SYNOPSIS 42

RURAL FULL DEPTH PAVEMENT TREATMENT TRIGGERS

Microsurfacing SURFACE AGE < 12 ONLY

RECONFLAG<>1

RUT ≤ 3.0

Mill and AC Overlay

TRCR < 4.0 and RUT ≤ 3.0 and PTCH ≥ 2.0 and BLCR ≥ 2.0

TRCR < 4.0 and PTCH ≥ 2.0 ≤ 3.5 and BLCR ≥ 2.0

TRCR < 4.0 and BLCR ≥ 2.0 ≤ 3.4 and PTCH ≥ 2.0

TRCR < 4.0 and RUFF ≤ 2.8 and PTCH ≥ 2.0 and BLCR ≥ 2.0

Mill and PCC Overlay ADT > 1500 OR NO_TRUCKS > 275 ONLY

RDWY WIDTH ≥ 24’

TRCR < 4.0 and RUT ≤ 3.0

TRCR < 4.0 and PTCH ≤ 3.5

TRCR < 4.0 and BLCR ≤ 3.4

TRCR < 4.0 and RUFF ≤ 2.8

Process in Place

TRCR ≤ 4.0

FTCR ≤ 2.5

RUT ≤ 1.8

PTCH ≤ 2.5

BLCR ≤ 2.5

RUFF ≤ 2.8

Reconstruct to Gravel ADT < 101

RD_WIDTH < MAX_REC_WD RECONFLAG = ‘1’ ONLY

ZAGE > 29 ONLY

Reconstruct to Blotter ADT < 251


ZAGE > 29 ONLY

(TRCR ≤ 4.0 or BLCR ≤ 2.5) and (FTCR ≤ 2.5 or RUT ≤ 1.8 or PTCH ≤ 2.5) and RUFF ≤ 2.8

09/28/2011 SYNOPSIS 43



ZAGE > 29 ONLY


Reconstruction to Rigid Pavement ADT > 1500 OR NO_TRUCKS > 275 ONLY


ZAGE > 29 ONLY





09/28/2011 SYNOPSIS 44

RURAL THICK ASPHALT PAVEMENT TREATMENT TRIGGERS


RECONFLAG<>1

RUT ≤ 3.0

AC Overlay Milled and Overlaid or Original Pavement (Only)

TRCR ≤ 4.0 and RUT ≥ 1.0 and FTCR ≥ 2.0 and PTCH ≥ 2.0 and BLCR ≥ 2.0

FTCR ≥ 2.0 ≤ 3.5 and RUT ≥ 1.0 and PTCH ≥ 2.0 and BLCR ≥ 2.0

PTCH ≥ 2.0 ≤ 3.5 and RUT ≥ 1.0 and FTCR ≥ 2.0 and BLCR ≥ 2.0

BLCR ≥ 2.0 ≤ 3.4 and RUT ≥ 1.0 and FTCR ≥ 2.0 and PTCH ≥ 2.0

RUFF < 2.9 and RUT ≥ 1.0 and FTCR ≥ 2.0 and PTCH ≥ 2.0 and BLCR ≥ 2.0

Mill and AC Overlay

TRCR ≤ 3.5 and RUT ≤ 3.0 and PTCH ≥ 2.0 and BLCR ≥ 2.0

TRCR ≤ 3.5 and PTCH ≥ 2.0 ≤ 3.5 and BLCR ≥ 2.0

TRCR ≤ 3.5 and BLCR ≥ 2.0 ≤ 3.4 and PTCH ≥ 2.0

TRCR ≤ 3.5 and RUFF ≤ 2.8 and PTCH ≥ 2.0 and BLCR ≥ 2.0

Mill and AC Overlay

RECONFLAG<>1 Only

TRCR ≤ 3.5 and RUT ≤ 3.0 and PTCH ≤ 3.5 and BLCR ≤ 3.4 and RUFF ≤ 2.8

Mill and PCC Overlay THICK > 7.0 ONLY

ADT > 1500 OR NO_TRUCKS > 275 ONLY RDWY WIDTH ≥ 24’

TRCR ≤ 3.5 and RUT ≤ 3.0

TRCR ≤ 3.5 and PTCH ≤ 3.5

TRCR ≤ 3.5 and BLCR ≤ 3.4

TRCR ≤ 3.5 and RUFF ≤ 2.8

09/28/2011 SYNOPSIS 45

Cold in Place Recycle and AC Overlay RDWY WIDTH ≥ 24’

TRCR ≤ 3.5 and RUT ≥ 3.0

FTCR ≤ 2.5 and RUT ≥ 3.0

PTCH ≤ 2.5 and RUT ≥ 3.0

BLCR ≤ 2.5 and RUT ≥ 3.0

RUFF ≤ 2.8 and RUT ≥ 3.0

Process in Place

TRCR ≤ 3.5

FTCR ≤ 2.5

RUT ≤ 1.8

PTCH ≤ 2.5

BLCR ≤ 2.5

RUFF ≤ 2.8

Reconstruct to Gravel

ADT < 101 RD_WIDTH < MAX_REC_WD


Reconstruct to Blotter

ADT < 251 RD_WIDTH < MAX_REC_WD











09/28/2011 SYNOPSIS 46




09/28/2011 SYNOPSIS 47

RURAL ASPHALT OVER PCCP PAVEMENT TREATMENT TRIGGERS


RECONFLAG<>1

RUT ≤ 3.0

Mill and Replace AC

TRCR < 3.0 and FTCR ≥ 2.0 and PTCH ≥ 2.0 and BLCR ≥ 2.0

FTCR ≥ 2.0 ≤ 3.5 and PTCH ≥ 2.0 and BLCR ≥ 2.0

RUT ≤ 2.0 and FTCR ≥ 2.0 and PTCH ≥ 2.0 and BLCR ≥ 2.0

PTCH ≥ 2.0 ≤ 3.5 and FTCR ≥ 2.0 and BLCR ≥ 2.0

BLCR ≥ 2.0 ≤ 3.4 and FTCR ≥ 2.0 and PTCH ≥ 2.0

RUFF < 2.9 and FTCR ≥ 2.0 and PTCH ≥ 2.0 and BLCR ≥ 2.0

Mill and AC Overlay

TRCR > 2.0 ≤ 3.0 and FTCR ≥ 2.0 and PTCH ≥ 2.0 and BLCR ≥ 2.0

FTCR ≥ 2.0 ≤ 3.5 and TRCR > 2.0 and PTCH ≥ 2.0 and BLCR ≥ 2.0

RUT ≤ 3.0 and TRCR > 2.0 and FTCR ≥ 2.0 and PTCH ≥ 2.0 and BLCR ≥ 2.0

PTCH ≥ 2.0 ≤ 3.5 and TRCR > 2.0 and FTCR ≥ 2.0 and BLCR ≥ 2.0

BLCR ≥ 2.0 ≤ 3.4 and TRCR > 2.0 and FTCR ≥ 2.0 and PTCH ≥ 2.0

RUFF ≤ 2.8 and TRCR > 2.0 and FTCR ≥ 2.0 and PTCH ≥ 2.0 and BLCR ≥ 2.0

Mill and AC Overlay RECONFLAG<>1 Only

TRCR ≤ 3.0 and FTCR ≤ 3.5 and RUT ≤ 3.0 PTCH ≤ 3.5 and BLCR ≤ 3.4 and RUFF ≤ 2.8

Mill and PCC Overlay THICK > 4.0 ONLY

ADT > 1500 OR NO_TRUCKS > 275 ONLY RDWY WIDTH ≥ 24’

TRCR > 2.0 ≤ 3.0

FTCR ≤ 3.5

RUT ≤ 3.0

PTCH ≤ 3.5

BLCR ≥ 3.4

RUFF ≤ 2.8

09/28/2011 SYNOPSIS 48



ZAGE > 29 ONLY



ZAGE > 29 ONLY

TRCR < 3.0

FTCR ≤ 3.5

RUT ≤ 2.0

PTCH ≤ 3.5

BLCR ≤ 3.4

RUFF < 2.9



TRCR < 3.0

FTCR ≤ 3.5

RUT ≤ 2.0

PTCH ≤ 3.5

BLCR ≤ 3.4

RUFF < 2.9


ADT > 1500 OR NO_TRUCKS > 275 ONLY RECONFLAG = ‘1’ ONLY

ZAGE > 29 ONLY

TRCR < 3.0

FTCR ≤ 3.5

RUT ≤ 2.0

PTCH ≤ 3.5

BLCR ≤ 3.4

RUFF < 2.9

09/28/2011 SYNOPSIS 49



TRCR < 3.0

FTCR ≤ 3.5

RUT ≤ 2.0

PTCH ≤ 3.5

BLCR ≤ 3.4

RUFF < 2.9

09/28/2011 SYNOPSIS 50

RURAL THIN ASPHALT PAVEMENT TREATMENT TRIGGERS (INCLUDES TONS & TONW)

Microsurfacing

SURFACE AGE < 12 ONLY RECONFLAG<>1

RUT ≤ 3.0

AC Overlay

Milled and Overlaid or Original Pavement (Only)





RUFF < 2.9 and RUT ≥ 1.0 and FTCR ≥ 2.0 and PTCH ≥ 2.0 and BLCR ≥ 2.0

Mill and AC Overlay

TRCR ≤ 2.5 and FTCR ≥ 2.0 and PTCH ≥ 2.0 and BLCR ≥ 2.0

FTCR ≥ 2.0 ≤ 3.5 and PTCH ≥ 2.0 and BLCR ≥ 2.0

RUT ≤ 3.0 and FTCR ≥ 2.0 and PTCH ≥ 2.0 and BLCR ≥ 2.0

PTCH ≥ 2.0 ≤ 3.5 and FTCR ≥ 2.0 and BLCR ≥ 2.0

BLCR ≥ 2.0 ≤ 3.4 and FTCR ≥ 2.0 and PTCH ≥ 2.0

RUFF ≤ 2.8 and FTCR ≥ 2.0 and PTCH ≥ 2.0 and BLCR ≥ 2.0


TRCR ≤ 2.5 and FTCR ≤ 3.5 and RUT ≤ 3.0 PTCH ≤ 3.5 BLCR ≤ 3.4 and RUFF ≤ 2.8

Cold in Place Recycle and AC Overlay

TONS ONLY RDWY WIDTH ≥ 24’

TRCR ≤ 2.5 and RUT ≥ 3.0

FTCR ≤ 2.5 and RUT ≥ 3.0

PTCH ≤ 2.5 and RUT ≥ 3.0

BLCR ≤ 2.5 and RUT ≥ 3.0

RUFF ≤ 2.8 and RUT ≥ 3.0

09/28/2011 SYNOPSIS 51

Process in Place

TRCR ≤ 2.5

FTCR ≤ 2.5

RUT ≤ 1.8

PTCH ≤ 2.5

BLCR ≤ 2.5

RUFF ≤ 2.8



ZAGE > 29 ONLY



ZAGE > 29 ONLY




ZAGE > 29 ONLY


Reconstruction To Rigid Pavement ADT > 1500 OR NO_TRUCKS > 275 ONLY


ZAGE > 29 ONLY


Reconstruction To CRC Pavement ADT > 2000 ONLY NO. TRUCKS ≥ 500



09/28/2011 SYNOPSIS 52

RURAL BLOTTER PAVEMENT TREATMENT TRIGGERS

AC Overlay

TRCR ≤ 3.5

FTCR ≤ 3.5

PTCH ≤ 3.5

BLCR ≤ 4.0

RUFF < 3.4

Reapplication Blotter ADT < 500 AND NO_TRUCKS < 75 ONLY

TRCR ≥ 2.5 ≤ 3.5 and RUT ≥ 1.0 and FTCR ≥ 3.0 and PTCH ≥ 3.0 and BLCR ≥ 3.0 and RUFF ≥ 3.0

FTCR ≥ 3.0 ≤ 3.5 and RUT ≥ 1.0 and TRCR ≥ 2.5 and PTCH ≥ 3.0 and BLCR ≥ 3.0 and RUFF ≥ 3.0

PTCH ≥ 3.0 ≤ 3.5 and RUT ≥ 1.0 and TRCR ≥ 2.5 and FTCR ≥ 3.0 and BLCR ≥ 3.0 and RUFF ≥ 3.0

BLCR ≥ 3.0 ≤ 4.0 and RUT ≥ 1.0 and TRCR ≥ 2.5 and FTCR ≥ 3.0 and PTCH ≥ 3.0 and RUFF ≥ 3.0

RUFF ≥ 3.0 < 3.4 and RUT ≥ 1.0 and TRCR ≥ 2.5 and FTCR ≥ 3.0 and PTCH ≥ 3.0 and BLCR ≥ 3.0

Process in Place & Blotter Surfacing

ADT < 500 AND NO_TRUCKS < 75 ONLY

TRCR ≤ 3.5

FTCR ≤ 3.5

RUT ≤ 1.8

PTCH ≤ 3.5

BLCR ≤ 4.0

RUFF ≤ 3.4

Gravel Surfacing ADT < 200 ONLY

TRCR ≤ 2.6

FTCR ≤ 3.5

PTCH ≤ 3.5

BLCR ≤ 3.4

RUFF < 2.9

09/28/2011 SYNOPSIS 53



ZAGE > 29 ONLY




ZAGE > 29 ONLY


09/28/2011 SYNOPSIS 54

RURAL GRAVEL SURFACED TREATMENT TRIGGERS

Gravel Surfacing / Resurfacing

GRAV ≥ 1.5 < 3.0

Blotter Resurfacing ADT < 251

RD_WIDTH ≥ MIN_RES_WD

GRAV ≥ 1.5 < 3.0

Asphalt Overlay ADT ≥ 200 < 2500 ONLY

GRAV ≥ 1.5 < 3.0

Reconstruction to Gravel Surfacing


ZAGE > 29 ONLY

GRAV ≤ 2.75



ZAGE > 29 ONLY

GRAV ≤ 2.75

Reconstruction to Flexible Pavement ADT ≥ 200 < 2500 ONLY


GRAV ≤ 2.75

09/28/2011 SYNOPSIS 55

URBAN ASPHALT TREATMENT TRIGGERS

AC Overlay RECONFLAG<>1 Only

CURVE FLAG ≠ ‘A’(sphalt Overlay)






TRCR < 2.8 and RUT ≤ 3.0 and FTCR ≥ 2.0 and PTCH ≥ 2.0 and BLCR ≥ 2.0

TRCR < 2.8 and PTCH ≥ 2.0 ≤ 3.5 and FTCR ≥ 2.0 and BLCR ≥ 2.0

TRCR < 2.8 and BLCR ≥ 2.0 ≤ 3.0 and FTCR ≥ 2.0 and PTCH ≥ 2.0

TRCR < 2.8 and FTCR ≥ 2.0 ≤ 3.5 and PTCH ≥ 2.0 and BLCR ≥ 2.0

Mill and PCCP Overlay

THICK > 7.0 ONLY ADT > 3500 ONLY

TRCR < 2.8 and RUT ≤ 3.0

TRCR < 2.8 and PTCH ≤ 3.5

TRCR < 2.8 and BLCR ≤ 3.0

TRCR < 2.8 and FTCR ≤ 3.5


ADT < 12,000 ONLY NO_TRUCKS < 600

ZAGE > 29

(TRCR ≤ 2.8 or BLCR ≤ 2.5) and (FTCR ≤ 2.5 or PTCH ≤ 2.5 or RUT ≤ 1.8)

ADT > 6000 and RD_WID < 55 and CMP < 3.0

Reconstruction to Rigid Pavement ADT > 3500 ONLY NO_TRUCKS > 275

ZAGE > 29

(TRCR ≤ 2.8 or BLCR ≤ 2.5) and (FTCR ≤ 2.5 or PTCH ≤ 2.5 or RUT ≤ 1.8)


09/28/2011 SYNOPSIS 56

URBAN CONCRETE TREATMENT TRIGGERS

AC Overlay (No Crack & Seat)

DASR ≥ 2.30 ≤ 3.60

JTSP ≤ 3.0 and CRCR ≤ 2.8 and DASR ≥ 2.30


DASR ≥ 2.9 and JTSP ≤ 3.4 and CRCR > 3.0

Remove & Replace PCCP ADT > 3500 ONLY

ZAGE < 50 ZAGE > 29

DASR ≤ 2.8



ADT < 12,000 ONLY NO_TRUCKS < 600

PAVEMENT TYPE = MESH OR TNSJ NO WIDTH RESTRICTION

ZAGE > 29

DASR ≤ 2.8



Reconstruction to Rigid Pavement ADT > 3500 ONLY NO_TRUCKS > 275

NO WIDTH RESTRICTION ZAGE > 29

DASR ≤ 2.8



09/28/2011 SYNOPSIS 57

APPENDIX G: TRIGGER LIMITS FOR ANCILLARY IMPROVEMENTS

RIGID PAVEMENTS

Grinding (Excluding TNSJ)

Available with Pavement Restoration 1 & 2

FLTG < 3.6

Undersealing/Dowel Bar Retrofit ONLY TKSJ OR TNSJ

Available with Pavement Restoration 1 & 2 and Grinding

CRCR > 4.0

09/28/2011 SYNOPSIS 58

APPENDIX H: TRIGGER LIMITS FOR MAINTENANCE IMPROVEMENTS

RIGID PAVEMENTS

Saw and Seal Joints NOT AVAILABLE FOR CRCP

GAGE_REH ≥ 10

Routine Maintenance

GAGE_REH ≥ 1

FLEXIBLE PAVEMENTS

Chip Seal

REHAB = O and XAGE > 5 and TRCR ≥ 4.0 and FTCR ≥ 3.3 and PTCH ≥ 2.3 and BLCR ≥ 3.4 and RUFF ≥ 4.0

and RUT ≥ 3.5

REHAB = C and GAGE_PER = 1 and TRCR > 4.0 and FTCR ≥ 3.3 and PTCH ≥ 2.3 and BLCR ≥ 3.4 and RUFF ≥ 4.0 and RUT ≥ 3.5

REHAB = S and SEAL_AGE >= 6 and TRCR > 4.0 and FTCR ≥ 3.3 and PTCH ≥ 2.3 and BLCR ≥ 3.4 and RUFF ≥

4.0 and RUT ≥ 3.5

Rout & Seal

REHAB = O and XAGE = 2

Routine Asphalt Maintenance

GAGE_REH ≥ 1

09/28/2011 SYNOPSIS 59

APPENDIX I: PERFORMANCE CURVE EQUATIONS

AVAILABLE UPON REQUEST

sddot's enhanced pavement management system

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