Appendix C - Treatment Data - HIF-10-020 - Pavement Preservation - Design & Analysis - Pavements

Performance Evaluation of Various Rehabilitation and Preservation Treatments

Appendix C - Treatment Data

The performance data collection was performed through an examination of current State practices and performance results in six "target" States. While every attempt has been made to evaluate each treatment in at least three projects per State and at least three States out of six target States, the data was supplemented with information from the literature or through data obtained from the SHRP Maintenance Effectiveness Studies whenever limited data was available from the target States.

The tables in this Appendix detail data related to the 20 types of treatments. They include the following types of information:

Project location information
Climatic zone for each project under review
Timing of application
Annual average daily traffic and % truck on the pavement section associated with the selected treatment
Distress types and values used to trigger the selected treatments
Pavement Condition Rating before and after treatment has been applied
Extended pavement service life or structural life associated which the selected treatments
Method used to determine the pavement life extension
Cost/lane mile associated with the selected treatment (normalized to 2009 dollars using a 4% discount rate)
Source of information for task 3a thru task 3g
Experience of the contractor and DOT field personnel with this treatment
Year of project (this will help put the project cost into perspective)

In order to obtain consistent responses from State DOTs that vary significantly in pavement preservation and renewal practices, the agencies were asked to complete the pre-formatted Maintenance and Rehabilitation Treatments Worksheet with data items provided with specific definitions to facilitate data entry, as shown in the following.

Data Items and Definitions
Column Name	Definition
Pavement Treatment Type	Treatments highlighted are known to have been actively used in your State and hence are requested. For other treatments, if relevant information is readily available, input those as well.
Route Number	List according to the definition in your State
Project Length Miles	If begin and end milepost are available, list as MPXXX~XXX; Otherwise directly list the length
Climatic Zone	Follow the definitions from the FHWA LTPP program, namely, Dry-Freeze (DF), Wet-Freeze (WF), Dry-No freeze (DNF), and Wet-No freeze (WNF).
Treatment Year	List the year, month would be preferred, if available
Last Rehab Year	The year when it was last rehabilitated, prior to this treatment being performed
AADT/% Trucks	Preferably the traffic data at the treatment year. If traffic data is from other years, list the corresponding year (for example, 3260(1996)). If AADT not available, use qualitative description (e.g. high traffic, low traffic), if applicable.
Distress Types and Values Used to Trigger Treatments	Textual description of reason for treatment. If specific values of distresses are not available, use qualitative description if applicable. Sometimes the treatment selections are based on research/business needs and project/funding availability, in this case, please specify.
PCR Prior	Pavement Condition Rating before treatment has been applied. Use performance index value(s) if available, otherwise use qualitative description.
Date of Survey	List the year for PCR prior to treatment, month would be preferred if available
PCR After	Pavement Condition Rating after treatment has been applied. Use performance index value(s) if available, otherwise use qualitative description.
Date of Survey	List the year for PCR after treatment, month would be preferred, if available
Extended Service Life	Extension of service life in terms of years of service associated with the treatment (service prior to next treatment - either maintenance or rehabilitation). If not available, use descriptive text regarding the performance improvement or estimate based on similarities observed on other projects
Method Used to Determine Pavement Life Extension	If no specific method is available, please specify whether it is visual observation/engineering judgment based, or no such pavement life extension definition exists in your State.
Cost/Lane mile, $	Data is preferred on a lane-mile basis for pavement related costs only. For cost data that are in quantities, miles, or area based, if unable to be converted to $/lane-mile, list the original cost data as it is.
Data Sources	Based on the source of the majority information. Use five primary types of sources: PMS (Pavement Management System), MMS (Maintenance Management System), RP (Research Project), Flat File, or other (please explain if other).
Experience with Treatment	Experience of the contractor and DOT field personnel with this treatment (high, medium, or low). A high experience level is used for treatments that are consistently and routinely used in your State. A medium level of experience is used for treatments that are sometimes used in your State or treatments that have been used for five years or less, and low experience would be reserved for treatments not regularly used in your State or treatments in a pilot study mode. If available, list the approximate application history, i.e. how long the treatment has been used in your State.

The following tables are contained in this appendix.

Table C.1 HMA - overlay
Table C.2 HMA - chip seal
Table C.3 HMA - microsurfacing
Table C.4 HMA - crack sealing
Table C.5 HMA - mill and resurfacing
Table C.6 HMA - hot in-pave recycling
Table C.7 HMA - slurry seal
Table C.8 HMA - fog seal
Table C.9 HMA - cold in-place recycling
Table C.10 HMA - full-depth reclamation
Table C.11 HMA - structural overlay (mill and fill)
Table C.12 HMA - whitetopping
Table C.13 PCC - diamond grinding
Table C.14 PCC - dowel bar retrofit
Table C.15 PCC - full-depth repair
Table C.16 PCC - joint sealing
Table C.17 PCC - partial depth repair
Table C.18 PCC - HMA overlay without slab fracturing
Table C.19 PCC - crack and seat or rubblize with HMA overlay
Table C.20 PCC - unbonded overlay

Table C.1. HMA -Overlay
Treatment (note 1)	State	Route Number	Climatic Zone	Project Length (Miles)	Treatment Year	Last Rehab Year	Timing of Application (Years)	AADT (note 2)	% Trucks (note 3)	Distress Types and Values Used to Trigger Treatments	PCR Prior (note 4)	Date of Survey	PCR After	Date of Survey	Extended Service Life (years)	Method Used to Determine Pavement Life Extension	cost/Lane-Mile $, 2009 (note 5)	Data Sources	Experience with Treatment	comment
1. HMA OL (< 2 inches)	KS	US 75	DF	5.0	1994	1983	11	1,002	9.0%	Ride values	IRI = 113	1994	IRI = 109	1995	15 to-date	PMS performance tracking	$37,498	PMIS	High	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
1. HMA OL (< 2 inches)	KS	I 70	DF	10.0	2002	Unavailable	Unavailable	5,967	30.0%	Ride values	IRI = 97	2002	IRI = 36	2003	3	PMS performance tracking	$50,722	PMIS	High	Cost/Lane Mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
1. HMA OL (< 2 inches)	KS	K 148	DF	15.0	2001	Unavailable	Unavailable	166	14.0%	Ride values, transverse cracking	IRI = 95	2001	IRI = 71	2002	5	PMS performance tracking	$29,409	PMIS	High	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
1. HMA OL (< 2 inches)	MI	M-32	WF	10.3	2000	1992	8	4,200	9.0%	For flexible pavements, trigger values are "a minimum i i i lif f 3 Di I d <40 Rid remaining service life of 3 years, Distress Index <40, Ride Quality Index <70 and Rut <12mm;" For composite pavements, trigger values are "a minimum remaining service life of 3 years, Distress Index <25, Ride Quality Index <70 and Rut <12mm."	DI = 0.1	1998	DI = 0.0	2000	Flexible -5 to 10 Composite -4 to 9	Engineering judgment/experience	$46,152	PMS/Flat File	High	ESL based on state experience with treatment.
1. HMA OL (< 2 inches)	MI	M-183	WF	1.5	1998	1994	4	878	1.0%	For flexible pavements, trigger values are "a minimum remaining service life of 3 years, Distress Index <40, Ride Quality Index <70 and Rut <12mm;" For composite pavements, trigger values are "a minimum remaining service life of 3 years, Distress Index <25, Ride Quality Index <70 and Rut <12mm."	DI = 1.2	1998	DI = 0.6	2000	Flexible -5 to 10 Composite -4 to 9	Engineering judgment/experience	$35,185	PMS/Flat File	High	ESL based on state experience with treatment.
1. HMA OL (< 2 inches)	MI	US-2	WF	0.4	1998	1988	10	6,094	9.0%	For flexible pavements, trigger values are "a minimum remaining service life of 3 years, Distress Index <40, Ride Quality Index <70 and Rut <12mm;" For composite pavements, trigger values are "a minimum remaining service life of 3 years, Distress Index <25, Ride Quality Index <70 and Rut <12mm."	DI = 65.2	1997	DI = 1.6	1999	Flexible -5 to 10 Composite -4 to 9	Engineering judgment/experience	$47,588	PMS/Flat File	High	ESL based on state experience with treatment.
1. HMA OL (< 2 inches)	MN	I-35	WF	13.8	1987	Unavailable	Unavailable	31,300	5.2%	Transverse cracking	PQI = 2.7	1984	PQI = 4.1	1988	20	PMS performance tracking	$31,209	HPMA	High	None
1. HMA OL (< 2 inches)	MN	TH 16	WF	12.4	1989	Unavailable	Unavailable	1,200	9.5%	Transverse, longitudinal, and multiple cracking	PQI = 2.4	1987	PQI = 3.9	1990	15	PMS performance tracking	$31,209	HPMA	High	None
1. HMA OL (< 2 inches)	MN	TH 92	WF	3.2	1992	Unavailable	Unavailable	2,300	8.7%	Transverse and longitudinal cracking	PQI=3.0	1991	PQI=3.9	1994	17 to-date (a projection of 23 )	PMS performance tracking PMS performance prediction	$31,209	HPMA	High	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment.
1. HMA OL (< 2 inches)	WA	SR 12	WNF	11.2	2004	1991	13	13,719	14.5%	PSC -Pavement Structural Condition	PSC = 63	2003	PSC = 99	2005	5 to-date (expected 16)	PMS performance tracking Engineering judgment/experience	$132,815	WSPMS	High	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment. Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
1. HMA OL (< 2 inches)	WA	SR 2	WNF	9.9	2004	1995	9	4,345	11.9%	PSC -Pavement Structural Condition	PSC = 69	2003	PSC = 99	2005	5 to-date (expected 16)	PMS performance tracking Engineering judgment/experience	$129,610	WSPMS	High	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment. Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
1. HMA OL (< 2 inches)	WA	SR 20	WNF	17.7	1996	1972	24	808	11.5%	PSC -Pavement Structural Condition	PSC = 60	1995	PSC = 99	1997	13 to-date (expected 16)	PMS performance tracking Engineering judgment/experience	$178,758	WSPMS	High	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment. Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
1. HMA OL (< 2 inches)	WA	SR 20	DF	15.8	1999	1987	12	1,286	22.1%	PSC -Pavement Structural Condition	PSC = 61	1998	PSC = 99	2000	10 to-date (expected 11)	PMS performance tracking Engineering judgment/experience	$249,699	WSPMS	High	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment. Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.

Notes:

Please refer to the observations section of the report for a discussion of limitations of data presented in these tables.
AADT -year of treatment unless otherwise indicated.
Percent Trucks -year of treatment unless otherwise indicated.
See Appendix B for a description of the Pavement Condition Rating value.
Cost per lane-mile based upon pavement related costs only unless otherwise noted. Cost converted to 2009 dollars using a 4% discount rate.

Table C.2. HMA -Chip Seal
Treatment (note 1)	State	Route Number	Climatic Zone	Project Length (Miles)	Treatment Year	Last Rehab Year	Timing of Application (Years)	AADT (note 2)	% Trucks (note 3)	Distress Types and Values Used to Trigger Treatments	PCR Prior (note 4)	Date of Survey	PCR After	Date of Survey	Extended Service Life (years)	Method Used to Determine Pavement Life Extension	cost/Lane-Mile $, 2009 (note 5)	Data Sources	Experience with Treatment	comment
2. HMA - Chip Seal	KS	US 75	DF	5.0	2004	2002	2	1,002	9.0%	Cracking	IRI=64	2004	IRI=70	2005	4	PMS performance tracking	$8,696	PMIS	High	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
2. HMA - Chip Seal	KS	US 24	DF	10.0	2005	2002	3	347	14.0%	None stated	IRI=63	2005	IRI=80	2006	4 to-date (expected 8)	PMS performance tracking Engineering judgment/experience	$10,673	PMIS	High	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment. Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
2. HMA - Chip Seal	KS	US 24	DF	15.3	1999	Unavailable	Unavailable	713	5.0%	Ride, transverse cracking	IRI=87	1999	IRI=86	2000	4	PMS performance tracking	$7,548	PMIS	High	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
2. HMA - Chip Seal	MI	US-31	WF	6.7	2004	1991	13	7,800	8.0%	For flexible pavements, trigger values are "a minimum remaining service life of 5-6 years, Distress Index < 25-30, Ride Quality Index <54 and Rut <3mm;" For composite pavements, trigger values are "a minimum remaining service life of 5 years, Distress Index <15, Ride Quality Index <54 and Rut <3mm."	DI=19.3	2003	DI=1.1	2005	Flexible: Single Seal 3-6; Double Seal 4 to 7; Composite: Double Seal 3 to 6.	Engineering judgment/experience	$29,388	PMS/Flat File	High	ESL based on state experience with treatment.
2. HMA - Chip Seal	MI	M-72	WF	14.5	2004	1998	6	6,000	13.0%	For flexible pavements, trigger values are "a minimum remaining service life of 5-6 years, Distress Index < 25-30, Ride Quality Index <54 and Rut <3mm;" For composite pavements, trigger values are "a minimum remaining service life of 5 years, Distress Index <15, Ride Quality Index <54 and Rut <3mm."	DI=2.6	2004	DI=4.4	2006	Flexible: Single Seal 3-6; Double Seal 4 to 7; Composite: Double Seal 3 to 6.	Engineering judgment/experience	$18,653	PMS/Flat File	High	ESL based on state experience with treatment.
2. HMA - Chip Seal	MI	Old US-131	WF	2.3	2006	1997	9	3,400	12.0%	For flexible pavements, trigger values are "a minimum remaining service life of 5-6 years, Distress Index < 25-30, Ride Quality Index <54 and Rut <3mm;" For composite pavements, trigger values are "a minimum remaining service life of 5 years, Distress Index <15, Ride Quality Index <54 and Rut <3mm."	DI=7.3	2005	DI=0.7	2007	Flexible: Single Seal 3-6; Double Seal 4 to 7; Composite: Double Seal 3 to 6.	Engineering judgment/experience	$21,186	PMS/Flat File	High	ESL based on state experience with treatment.
2. HMA - Chip Seal	MN	12	WF	4.6	1998	1993	5	5,700	9.5%	Transverse cracks - but not triggered by distress	PQI=3.9	1997	PQI=3.7	1999	Not Measurable	PMS performance tracking	$6,732	HPMA	High	MN DOT has not seen signficant life extension from chip seal treatments.
2. HMA - Chip Seal	MN	169	WF	5.0	2000	1987	13	15,400	4.5%	Transverse cracking and some longitudinal cracking	PQI=3.6	2000	PQI=3.1	2002	Not Measurable	PMS performance tracking	$6,732	HPMA	High	MN DOT has not seen signficant life extension from chip seal treatments.
2. HMA - Chip Seal	TX	LP 1604 - Bexar County	DNF	4.8	2005	before 2004	Unavailable	7,700 (2007)	5.0% (2008)	Block, alligator & longitudinal cracks	CS=90.5	2004	CS=92.75	2005	5	Observation Engineering judgment/experience	$40,259	Site manager,PMIS, DCIS, PlansOnline, TRM database	High	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
2. HMA - Chip Seal	TX	SH36 - Comanche County	DNF	7.2	2004	before 2004	Unavailable	3,000 (1999)	25.0% (2008)	Poor skid, longitudinal cracks	CS=60	2004	CS=97.95	2005	5	Observation Engineering judgment/experience	$145,976	Site Manager,PMIS, DCIS, PlansOnline, TRM database	High	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
2. HMA - Chip Seal	TX	US90 - Val Verde County	DNF	16.6	2005	before 2004	Unavailable	1,150 (2007)	45.0% (2008)	Alligator and longitudinal cracks	CS=99.94	2005	CS=99.97	2006	5	Observation Engineering judgment/experience	$115,419	Site Manager,PMIS, DCIS, PlansOnline, TRM database	High	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
2. HMA - Chip Seal	WA	SR 17	DF	20.5	2004	1998	6	1,964	22.2%	PSC - Pavement Structural Condition	PSC=73	2003	PSC=88	2005	5 to-date (expected 7)	PMS performance tracking Engineering judgment/experience	$71,015	WSPMS	High	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment. Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
2. HMA - Chip Seal	WA	SR 20	DF	20.6	2006	1999	7	1,510	14.0%	PSC - Pavement Structural Condition	PSC=75	2005	PSC=98	2007	3 to-date (expected 7)	PMS performance tracking Engineering judgment/experience	$91,339	WSPMS	High	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment. Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
2. HMA - Chip Seal	WA	SR 105	WNF	25.2	2005	1995	10	1,339	10.3%	PSC - Pavement Structural Condition	PSC=64	2004	PSC=96	2006	4 to-date (expected 7)	PMS performance tracking Engineering judgment/experience	$40,399	WSPMS	High	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment. Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
2. HMA - Chip Seal	WA	SR 410	WNF	19.2	2004	1999	5	742	8.2%	Unavailable	PSC=94	2003	PSC=98	2005	5 to-date (expected 7)	PMS performance tracking Engineering judgment/experience	$59,561	WSPMS	High	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment. Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.

Notes:

Please refer to the observations section of the report for a discussion of limitations of data presented in these tables.
AADT - year of treatment unless otherwise indicated.
Percent Trucks - year of treatment unless otherwise indicated.
See Appendix B for a description of the Pavement Condition Rating value.
Cost per lane-mile based upon pavement related costs only unless otherwise noted. Cost converted to 2009 dollars using a 4% discount rate.

Table C.3. HMA -microsurfacing
Treatment (note 1)	State	Route Number	Climatic Zone	Project Length (Miles)	Treatment Year	Last Rehab Year	Timing of Application (Years)	AADT (note 2)	% Trucks (note 3)	Distress Types and Values Used to Trigger Treatments	PCR Prior (note 4)	Date of Survey	PCR After	Date of Survey	Extended Service Life (years)	Method Used to Determine Pavement Life Extension	cost/Lane-Mile $, 2009 (note 5)	Data Sources	Experience with Treatment	comment
3. HMA - microsurfacing	MI	US-31 NB	WF	3.6	1996	1989	7	2,276	9.0%	For flexible pavements, trigger values are "a minimum remaining service life of 5-10 years, Distress Index < 15-30, Ride Quality Index <54 and Rut < 25mm;" For composite pavements, trigger values are "a minimum remaining service life of 5 years, Distress Index <15, Ride Quality Index <54 and Rut < 25mm."	DI=1.0	1995	DI=0.5	1997	Flexible: Single Course 3-5; Multiple Course 4-6; Composite: NA	Engineering judgment/experience	$27,246	PMS/Flat File	High	ESL based on state experience with treatment.
3. HMA - microsurfacing	MI	US-31	WF	6.8	1998	1991	7	5,279	9.0%	For flexible pavements, trigger values are "a minimum remaining service life of 5-10 years, Distress Index < 15-30, Ride Quality Index <54 and Rut < 25mm;" For composite pavements, trigger values are "a minimum remaining service life of 5 years, Distress Index <15, Ride Quality Index <54 and Rut < 25mm."	DI=7.5	1997	DI=1.7	1999	Flexible: Single Course 3-5; Multiple Course 4-6; Composite: NA	Engineering judgment/experience	$26,270	PMS/Flat File	High	ESL based on state experience with treatment.
3. HMA - microsurfacing	MI	M-89	WF	1.1	2005	1998	7	9,200	4.0%	For flexible pavements, trigger values are "a minimum remaining service life of 5-10 years, Distress Index < 15-30, Ride Quality Index <54 and Rut < 25mm;" For composite pavements, trigger values are "a minimum remaining service life of 5 years, Distress Index <15, Ride Quality Index <54 and Rut < 25mm."	DI=5.6	2004	DI=2.1	2006	Flexible: Single Course 3-5; Multiple Course 4-6; Composite: NA	Engineering judgment/experience	$32,698	PMS/Flat File	High	ESL based on state experience with treatment.
3. HMA - microsurfacing	MN	I-94	WF	10.1	2001	1990	11	28,290	11.0%	Transverse cracks and a little Rutting	PQI=3.4	1999	PQI=3.8	2001	5	PMS performance tracking	$27,279	HPMA	High	None
3. HMA - microsurfacing	MN	3	WF	8.0	2003	1996	7	5,500	4.7%	Transverse cracks, longitudinal cracks, and longitudinal joint deterioration	PQI=3.6	2002	PQI=3.6	2003	3	PMS performance tracking	$27,279	HPMA	High	None
3. HMA - microsurfacing	MN	9	WF	18.5	1999	1994	5	513	9.4%	Transverse cracks	PQI=3.8	1997	PQI=3.8	2001	5	PMS performance tracking	$27,279	HPMA	High	None
3. HMA - microsurfacing	TX	SH121 - Collin County	WNF	14.0	2005	2004	1	14,000	15.0% (2008)	Flushing from previous seals, shallow rutting	CS=77.9	2005	CS=77.6	2006	4 to-date (expected 8)	Observation Engineering judgment/experience	$24,197	Site Manager, PMIS, DCIS, Plans Online, TRM database	Medium	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment. Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
3. HMA - microsurfacing	TX	US277 - Jones County	DNF	14.3	2005	before 2004	Unavailable	3,300	20.0% (2008)	Flushing, patches	CS=95.4	2004	CS=99.4	2006	4 to-date (expected 8)	Observation Engineering judgment/experience	$28,202	Site Manager, PMIS, DCIS, Plans Online, TRM database	Medium	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment. Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
3. HMA - microsurfacing	TX	US 180 - Shackelford County	DNF	6.9	2004	before 2004	Unavailable	2,100	30.0% (2008)	Flushing, longitudinal cracks, some shallow rutting	CS=84.6	2004	CS=94.8	2005	5 to-date (expected 8)	Observation Engineering judgment/experience	$19,436	Site Manager, PMIS, DCIS, Plans Online, TRM database	Medium	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment. Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.

Notes:

Please refer to the observations section of the report for a discussion of limitations of data presented in these tables.
AADT - year of treatment unless otherwise indicated.
Percent Trucks - year of treatment unless otherwise indicated.
See Appendix B for a description of the Pavement Condition Rating value.
Cost per lane-mile based upon pavement related costs only unless otherwise noted. Cost converted to 2009 dollars using a 4% discount rate.

Table C.4. HMA -crack sealing
Treatment (note 1)	State	Route Number	Climatic Zone	Project Length (Miles)	Treatment Year	Last Rehab Year	Timing of Application (Years)	AADT (note 2)	% Trucks (note 3)	Distress Types and Values Used to Trigger Treatments	PCR Prior (note 4)	Date of Survey	PCR After	Date of Survey	Extended Service Life (years)	Method Used to Determine Pavement Life Extension	cost/Lane-Mile $, 2009 (note 5)	Data Sources	Experience with Treatment	comment
4. HMA - crack sealing	KS	US 50	DF	5.0	2002	Unavailable	Unavailable	953	22.0%	Cracking	IRI=88	2002	IRI=95	2003	4	PMS performance tracking	$2,964	PMIS	Unavailable	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
4. HMA - crack sealing	KS	K 4	DF	10.0	2001	1991	10	472	12.0%	None stated	IRI=52	2001	IRI=56	2002	4	PMS performance tracking	$884	PMIS	Unavailable	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
4. HMA - crack sealing	MI	US-2	WF	0.2	2000	1998	2	8,200	4.0%	For flexible pavements, trigger values are "a minimum remaining service life of 10 years, Distress Index < 15, Ride Quality Index <54 and Rut < 3 mm;" For composite pavements, trigger values are "a minimum remaining service life of 10 years, Distress Index <5, Ride Quality Index <54 and Rut < 3mm."	DI=2.4	1999	DI=0.8	2001	Flexible -Up to 3; Composite - Up to 3;	Engineering judgment/experience	$1,877	PMS/Flat File	High	ESL based on state experience with treatment.
4. HMA - crack sealing	MI	M-89	WF	1.1	2000	1998	2	7,700	7.0%	For flexible pavements, trigger values are "a minimum remaining service life of 10 years, Distress Index < 15, Ride Quality Index <54 and Rut < 3 mm;" For composite pavements, trigger values are "a minimum remaining service life of 10 years, Distress Index <5, Ride Quality Index <54 and Rut < 3mm."	DI=4.5	2000	DI=3.7	2002	Flexible -Up to 3; Composite - Up to 3;	Engineering judgment/experience	$2,859	PMS/Flat File	High	ESL based on state experience with treatment.
4. HMA - crack sealing	MI	M-24	WF	15.0	1998	1988	10	30,392	5.0%	For flexible pavements, trigger values are "a minimum remaining service life of 10 years, Distress Index < 15, Ride Quality Index <54 and Rut < 3 mm;" For composite pavements, trigger values are "a minimum remaining service life of 10 years, Distress Index <5, Ride Quality Index <54 and Rut < 3mm."	DI=10.5	1996	DI=4.8	1998	Flexible -Up to 3; Composite - Up to 3;	Engineering judgment/experience	$9,792	PMS/Flat File	High	ESL based on state experience with treatment.
4. HMA - crack sealing	MN	I-35	WF	8.5	1999	1995	4	32,500	16.0%	Transverse cracks	PQI=3.9	1998	PQI=3.8	2000	0	PMS performance tracking	$1,098	HPMA	High	State regularly applies crack sealing, but has some reservation regarding its benefit, especially the fact that it does not have any effect on improving the poor ride quality caused by adjacent transverse cracks in HMA.
4. HMA - crack sealing	MN	65	WF	14.0	2001	2000	1	65	4.6%	Transverse cracks	PQI=3.8	2001	PQI=3.8	2002	0	PMS performance tracking	$1,098	HPMA	High	State regularly applies crack sealing, but has some reservation regarding its benefit, especially the fact that it does not have any effect on improving the poor ride quality caused by adjacent transverse cracks in HMA.
4. HMA - crack sealing	MN	27	WF	7.2	1995	1989	6	2,295	5.8%	Transverse cracks	PQI=3.6	1995	PQI=3.5	1997	0	PMS performance tracking	$1,098	HPMA	High	State regularly applies crack sealing, but has some reservation regarding its benefit, especially the fact that it does not have any effect on improving the poor ride quality caused by adjacent transverse cracks in HMA.
4. HMA - crack sealing	TX	SS 371	DNF	1.8	2005	1967	38	10,300	10.2%	Longitudinal and transverse cracks larger than seal coat can cover	CS=62	2008	CS=89	2009	1-2	Observation Engineering judgment/experience	$883	PMIS	High	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
4. HMA - crack sealing	TX	SL 1604	DNF	10.3	2005	1981	24	4,500	7.2%	Longitudinal and transverse cracks larger than seal coat can cover	CS=93	2008	CS=92	2009	1-2	Observation Engineering judgment/experience	$883	PMIS	High	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
4. HMA - crack sealing	TX	SL 1604	DNF	3.1	2005	1989	16	100,000	3.4%	Longitudinal and transverse cracks larger than seal coat can cover	CS=92	2008	CS=89	2009	1-2	Observation Engineering judgment/experience	$883	PMIS	High	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.

Notes:

Please refer to the observations section of the report for a discussion of limitations of data presented in these tables.
AADT - year of treatment unless otherwise indicated.
Percent Trucks - year of treatment unless otherwise indicated.
See Appendix B for a description of the Pavement Condition Rating value.
Cost per lane-mile based upon pavement related costs only unless otherwise noted. Cost converted to 2009 dollars using a 4% discount rate.

Table C.5. HMA -mill and resurfacing
Treatment (note 1)	State	Route Number	Climatic Zone	Project Length (Miles)	Treatment Year	Last Rehab Year	Timing of Application (Years)	AADT (note 2)	% Trucks (note 3)	Distress Types and Values Used to Trigger Treatments	PCR Prior (note 4)	Date of Survey	PCR After	Date of Survey	Extended Service Life (years)	Method Used to Determine Pavement Life Extension	cost/Lane-Mile $, 2009 (note 5)	Data Sources	Experience with Treatment	comment
5. HMA -mill and resurfacing	MI	US-2	WF	1.0	2001	1984	17	6,100	14.0%	For flexible pavements, trigger values are "a minimum remaining service life of 3 years, Distress Index < 40, Ride Quality Index <80 and Rut < 25 mm;" For composite pavements, trigger values are "a minimum remaining service life of 3 years, Distress Index <30, Ride Quality Index <80 and Rut < 25mm."	DI=16.3	1999	DI=0	2001	Flexible 5 to 10 yrs Composite 4 to 9 yrs	Engineering judgment/experience	$63,612	PMS/Flat File	High	Fix has been part of the capital preventive maintenance (CPM) program since the program started up in 1992. Originally the one course was limited to 1.5" but in recent years in some cases we use 2". The project listed was cold milled 1.5", then resurfaced with 1.5" HMA (full depth flexible section). ESL based on state experience with treatment.
5. HMA -mill and resurfacing	MI	M-54	WF	1.2	2005	1986	19	12,000	8.0%	For flexible pavements, trigger values are "a minimum remaining service life of 3 years, Distress Index < 40, Ride Quality Index <80 and Rut < 25 mm;" For composite pavements, trigger values are "a minimum remaining service life of 3 years, Distress Index <30, Ride Quality Index <80 and Rut < 25mm."	DI=63.6	2004	DI=1	2006	Flexible 5 to 10 yrs Composite 4 to 9 yrs	Engineering judgment/experience	$66,966	PMS/Flat File	High	Fix has been part of the capital preventive maintenance (CPM) program since the program started up in 1992. Originally the one course was limited to 1.5" but in recent years in some cases we use 2". The project listed was cold milled 1.5", then resurfaced with 1.5" HMA (full depth flexible section). ESL based on state experience with treatment.
5. HMA -mill and resurfacing	MI	I-196 BL	WF	0.8	2005	1989	16	16,800	4.0%	For flexible pavements, trigger values are "a minimum remaining service life of 3 years, Distress Index < 40, Ride Quality Index <80 and Rut < 25 mm;" For composite pavements, trigger values are "a minimum remaining service life of 3 years, Distress Index <30, Ride Quality Index <80 and Rut < 25mm."	DI=53.3	2004	DI=0.7	2006	Flexible 5 to 10 yrs Composite 4 to 9 yrs	Engineering judgment/experience	$69,561	PMS/Flat File	High	Fix has been part of the capital preventive maintenance (CPM) program since the program started up in 1992. Originally the one course was limited to 1.5" but in recent years in some cases we use 2". The project listed was cold milled 1.5", then resurfaced with 1.5" HMA (full depth flexible section). ESL based on state experience with treatment.
5. HMA -mill and resurfacing	MN	I-394	WF	6.2	2004	1991	13	119,500	3.4%	Ride	PQI=3.2	2004	PQI=3.6	2005	5 to-date (a projection of 12 )	PMS performance tracking PMS performance prediction	Unavailable	HPMA	High	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment.
5. HMA -mill and resurfacing	MN	TH 169	WF	8.6	1996	1986	10	12,200	5.9%	Transverse cracks and some rutting	PQI=3.6	1994	PQI=4.0	1998	13 to-date (a projection of 16 )	PMS performance tracking PMS performance prediction	Unavailable	HPMA	High	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment.
5. HMA -mill and resurfacing	MN	TH 2	WF	2.7	2006	1993	13	3,400	12.0%	Longitudinal joint deterioration and transverse cracking	PQI=2.5	2004	PQI=3.5	2007	3 to-date (a projection of 10 )	PMS performance tracking PMS performance prediction	Unavailable	HPMA	High	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment.
5. HMA -mill and resurfacing	TX	FM 1382 -Dallas County	WNF	2.9	2008	2006	2	25,000	5.0% (2008)	Shallow rutting, cracking, minor flushing	CS=80.3	2008	Unavailable	2009	20 (expected)	Engineering judgment/experience	$156,275	Site manager, PMIS, DCIS, Plans Online, TRM database	High	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
5. HMA -mill and resurfacing	TX	SH73 -Orange County	WNF	2.3	2006	before 2004	Unavailable	28,100	5.0% (2008)	Numerous cracks, rough IRI	CS=68.6	2006	CS=96.6	2007	20 (expected)	Engineering judgment/experience	$679,684	Site manager, PMIS, DCIS, Plans Online, TRM database	High	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
5. HMA -mill and resurfacing	TX	BU 83-D -Taylor County	DNF	1.3	2006	2004	2	15,300	15.0% (2008)	Large number of longitudinal cracks	CS=41.8	2006	CS=97.4	2007	20 (expected)	Engineering judgment/ experience	$446,192	Site Manager, PMIS, DCIS, Plans Online, TRM database	High	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
5. HMA -mill and resurfacing	WA	I-5	WNF	7.3	1998	1984	14	53,815	19.4%	Rutting	PSC=96	1997	PSC=99	1999	11 to-date (expected 15)	PMS performance tracking Engineering judgment/experience	$199,419	WSPMS	High	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment. Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
5. HMA -mill and resurfacing	WA	I-5	WNF	10.0	1999	1991	8	54,416	19.0%	PSC -Pavement Structural Condition	PSC=89	1998	PSC=99	2000	10 to-date (expected 15)	PMS performance tracking Engineering judgment/experience	$127,883	WSPMS	High	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment. Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
5. HMA -mill and resurfacing	WA	I-90	DF	16.9	1993	1982	11	15,503	25.0%	PSC -Pavement Structural Condition	PSC=69	1992	PSC=99	1995	10	PMS performance tracking	$178,845	WSPMS	High	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
5. HMA -mill and resurfacing	WA	SR 195	DF	9.4	1999	1988	11	5,275	17.9%	PSC -Pavement Structural Condition	PSC=61	1998	PSC=99	2000	10	PMS performance tracking	$213,684	WSPMS	High	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.

Notes:

Please refer to the observations section of the report for a discussion of limitations of data presented in these tables.
AADT -year of treatment unless otherwise indicated.
Percent Trucks -year of treatment unless otherwise indicated.
See Appendix B for a description of the Pavement Condition Rating value.
Cost per lane-mile based upon pavement related costs only unless otherwise noted. Cost converted to 2009 dollars using a 4% discount rate.

Table C.6. HMA -hot in-place recycling
Treatment (note 1)	State	Treatment Year	Last Rehab Year	Timing of Application (Years)	AADT (note 2)	% Trucks (note 3)	Distress Types and Values Used to Trigger Treatments	PCR Prior (note 4)	Date of Survey	PCR After	Date of Survey	Extended Service Life (years)	Method Used to Determine Pavement Life Extension	cost/Lane-Mile $, 2009 (note 5)	Data Sources	Experience with Treatment	comment
6. HMA -hot in-place recycling	KS	2001	Unavailable	Unavailable	348	11.0%	Ride, cracking	IRI=94	2001	IRI=44	2002	3	PMS performance tracking	$31,136	PMIS	High	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
6. HMA -hot in-place recycling	KS	2001	1990	11	1,295	14.0%	Cracking	IRI=73	2001	IRI=53	2002	8 to-date	PMS performance tracking	$41,889	PMIS	High	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
6. HMA -hot in-place recycling	KS	1999	1993	6	376	13.0%	None stated	IRI=67	1999	IRI=55	2000	4	PMS performance tracking	$60,130	PMIS	High	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
6. HMA -hot in-place recycling	MI	1995	1963	32	6,000	39.0%	Unavailable	DI=75.7	1995	DI=4.9	1997	Unavailable	Unavailable	$130,383	PMS/Flat File	Low	This fix was tried a few times in the past but was unsuccessful at the time primarily from a construction stand point. 1.5" of HMA was added as part of this project.
6. HMA -hot in-place recycling	MI	1997	1984	13	2,949	4.0%	Unavailable	DI=74.7	1996	DI=25.9	2000	Unavailable	Unavailable	$37,820	PMS/Flat File	Low	This fix was tried a few times in the past but was unsuccessful at the time primarily from a construction stand point.
6. HMA -hot in-place recycling	TX	2005	before 2004	Unavailable	10,200 (2007)	15.0% (2008)	Severe alligator cracking	CS=58.8	2004	CS=37.5	2006	Unavailable	Unavailable	$101,058	Site Manager, PMIS, DCIS, Plans Online, TRM database	Unavailable	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
6. HMA -hot in-place recycling	WA	1995	1985	10	12,985	9.5%	Transverse and longitudinal cracking	PSC=57	1984	PSC=98	1986	Unknown (little experience)	Unavailable	$34,131	WSPMS	Low	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
6. HMA -hot in-place recycling	WA	2009	1993	16	8,017	10.2%	Rutting	PSC=82	2008	Unavailable	Unavailable	Unknown (little experience)	Unavailable	$120,407	WSPMS	Low	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.

Notes:

Please refer to the observations section of the report for a discussion of limitations of data presented in these tables.
AADT -year of treatment unless otherwise indicated.
Percent Trucks -year of treatment unless otherwise indicated.
See Appendix B for a description of the Pavement Condition Rating value.
Cost per lane-mile based upon pavement related costs only unless otherwise noted. Cost converted to 2009 dollars using a 4% discount rate.

Table C.7. HMA - slurry seal
Treatment (note 1)	State	Treatment Year	Last Rehab Year	Timing of Application (Years)	AADT (note 2)	% Trucks (note 3)	Distress Types and Values Used to Trigger Treatments	PCR Prior (note 4)	Date of Survey	PCR After	Date of Survey	Extended Service Life (years)	Method Used to Determine Pavement Life Extension	cost/Lane-Mile $, 2009 (note 5)	Data Sources	Experience with Treatment	comment
7. HMA - slurry seal	KS	2004	1997	7	17,072	14.0%	Ride	IRI=111	2004	IRI=81	2005	5 to-date (expected 7)	PMS performance tracking Engineering judgment/experience	$32,542	PMIS	Medium	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment. Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
7. HMA - slurry seal	KS	2005	1994	11	1,980	14.0%	None stated	IRI=75	2005	IRI=81	2006	4	PMS performance tracking	$29,086	PMIS	Medium	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
7. HMA - slurry seal	KS	2004	1991	13	1,498	23.0%	Ride, cracking	IRI=116	2004	IRI=73	2005	4	PMS performance tracking	$26,505	PMIS	Medium	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.

Notes:

Please refer to the observations section of the report for a discussion of limitations of data presented in these tables.
AADT - year of treatment unless otherwise indicated.
Percent Trucks - year of treatment unless otherwise indicated.
See Appendix B for a description of the Pavement Condition Rating value.
Cost per lane-mile based upon pavement related costs only unless otherwise noted. Cost converted to 2009 dollars using a 4% discount rate.

Table C.8. HMA - fog seal
Treatment (note 1)	State	Route Number	Climatic Zone	Project Length (Miles)	Treatment Year	Last Rehab Year	Timing of Application (Years)	AADT (note 2)	% Trucks (note 3)	Distress Types and Values Used to Trigger Treatments	PCR Prior (note 4)	Date of Survey	PCR After	Date of Survey	Extended Service Life (years)	Method Used to Determine Pavement Life Extension	cost/Lane-Mile $, 2009 (note 5)	Data Sources	Experience with Treatment	comment
8. HMA -fog seal	TX	IH20 -Harrison County	WNF	16.9	2006	2005	1	34,000 (2003)	35.0% (2008)	Cracking	CS=91.1	2006	CS=94.2	2007	3 to-date (expected 5)	Observation Engineering judgment/experience	$7,127	Site manager, PMIS, DCIS, Plans Online, TRM database	High	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment. Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
8. HMA -fog seal	TX	US67 -Runnels County	DNF	12.9	2005	before 2004	Unavailable	2,100 (2003)	25.0% (2008)	Patches, longitudinal cracks	CS=12.4	2004	CS=39.6	2005	4 to-date (expected 5)	Observation Engineering judgment/experience	$1,029	Sitemanager, PMIS, DCIS, Plans Online, TRM database	High	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment. Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
8. HMA -fog seal	TX	US180 -Palo Pinto County	WNF	12.3	2005	before 2004	Unavailable	2,500 (2007)	15.0% (2008)	Block cracking, longitudinal cracks, numerous patches	CS=70.9	2005	CS=88.0	2006	4 to-date (expected 5)	Observation Engineering judgment/experience	$12,452	Sitemanager, PMIS, DCIS, Plans Online, TRM database	High	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment. Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
8. HMA -fog seal	WA	I-90	DF	10.6	2005	1995	10	15,788	25.0%	Rutting	PSC=96	2004	PSC=99	2006	4	PMS performance tracking	$108,600	WSPMS	High	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
8. HMA -fog seal	WA	I-90	DF	9.2	2004	1994	10	9,151	23.1%	Unavailable	PSC=98	2004	PSC=99	2006	4	PMS performance tracking	$125,205	WSPMS	High	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
8. HMA -fog seal	WA	SR 211	DF	14.9	2006	1999	7	1,709	17.9%	Unavailable	PSC=99	2005	PSC=99	2006	4	PMS performance tracking	$211,579	WSPMS	High	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.

Notes:

Please refer to the observations section of the report for a discussion of limitations of data presented in these tables.
AADT -year of treatment unless otherwise indicated.
Percent Trucks -year of treatment unless otherwise indicated.
See Appendix B for a description of the Pavement Condition Rating value.
Cost per lane-mile based upon pavement related costs only unless otherwise noted. Cost converted to 2009 dollars using a 4% discount rate.

Table C.9. HMA - cold in-place recycling
Treatment (note 1)	State	Route Number	Climatic Zone	Project Length (Miles)	Treatment Year	Last Rehab Year	Timing of Application (Years)	AADT (note 2)	% Trucks (note 3)	Distress Types and Values Used to Trigger Treatments	PCR Prior (note 4)	Date of Survey	PCR After	Date of Survey	Extended Service Life (years)	Method Used to Determine Pavement Life Extension	cost/Lane-Mile $, 2009 (note 5)	Data Sources	Experience with Treatment	comment
9. HMA -cold in-place recycling	KS	US 281	DF	5.0	1998	1990	8	368	16.0%	Ride, cracking	IRI=128	1998	IRI=49	1999	4	PMS performance tracking	$44,176	PMIS	Medium	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
9. HMA -cold in-place recycling	KS	US 183	DF	10.0	2004	1996	8	1,157	10.0%	Ride, cracking	IRI=118	2004	IRI=61	2005	5 to-date (expected 10)	PMS performance tracking Engineering judgment experience	$69,288	PMIS	Medium	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment. Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
9. HMA -cold in-place recycling	KS	US 24	DF	15.3	2003	Unavailable	Unavailable	713	5.0%	Ride, cracking	IRI=111	2003	IRI=78	2004	6 to-date (expected 9)	PMS performance tracking Engineering judgment experience	$67,193	PMIS	Medium	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment. Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.p y
9. HMA -cold in-place recycling	MN	23	WF	10.5	1999	1978	21	3,438	16.0%	Transverse cracking, ride	PQI=2.8	1998	PQI=4.0	1999	10 to-date (a projection of 15 )	PMS performance tracking PMS Performance prediction	$122,213	HPMA	Low	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment. State had concerns about performance and have not performed any CIRs in recent years, but is revisiting CIR on a research basis with foamed asphalt and chemical set emulsions. The performance issue was premature stripping of the CIR layer, resulting in what looks like alligator cracking of the wear course but the cracking was in the HMA above the CIR.
9. HMA -cold in-place recycling	MN	23	WF	4.5	2002	1985	17	2,650	15.0%	Centerline joint deterioration, transverse cracking, ride	PQI=2.4	2002	PQI=4.0	2003	7 to-date (a projection of 17 )	PMS performance tracking PMS Performance prediction	$122,213	HPMA	Low	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment. State had concerns about performance and have not performed any CIRs in recent years, but is revisiting CIR on a research basis with foamed asphalt and chemical set emulsions. The performance issue was premature stripping of the CIR layer, resulting in what looks like alligator cracking of the wear course but the cracking was in the HMA above the CIR.
9. HMA -cold in-place recycling	MN	25	WF	6.4	1992	Unavailable	Unavailable	19,051	6.7%	Transverse and multiple cracking before CIR, multiple cracking and centerline joint deterioration at end of CIR life	PQI=2.4	1991	PQI=4.0	1992	9	PMS performance tracking	$122,213	HPMA	Low	State had concerns about performance and have not performed any CIRs in recent years, but is revisiting CIR on a research basis with foamed asphalt and chemical set emulsions. The performance issue was premature stripping of the CIR layer, resulting in what looks like alligator cracking of the wear course but the cracking was in the HMA b th CIR.HMA above the CIR.
9. HMA -cold in-place recycling	MI	M-29	WF	2.0	2001	1978	23	10,600	4.0%	Unavailable	DI=46.7	2000	DI=0	2002	See comments	Unavailable	$322,680	PMS/Flat File	Low	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly. State has tried this fix on 5 projects. They are being monitored but to date State has not reached any conclusions on the performance as compared to a traditional resurfacing or mill and fill project.
9. HMA -cold in-place recycling	MI	M-65	WF	6.1	2002	1984	18	6,800	5.0%	Unavailable	DI=29	2000	DI=0.3	2002	See comments	Unavailable	$251,413	PMS/Flat File	Low	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly. State has tried this fix on 5 projects. They are being monitored but to date State has not reached any conclusions on the performance as compared to a traditional resurfacing or mill and fill project.
9. HMA -cold in-place recycling	MI	M-34	WF	3.7	2006	1979	27	4,300	7.0%	Unavailable	DI=117.3	2004	DI=3	2006	See comments	Unavailable	$337,525	PMS/Flat File	Low	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly. State has tried this fix on 5 projects. They are being monitored but to date State has not reached any conclusions on the performance as compared to a traditional resurfacing or mill and fill project.
9. HMA -cold in-place recycling	WA	SR 24	DF	7.4	2004	2000	4	1,478	29.8%	Unavailable	PSC=99	2003	PSC=100	2005	5 to-date (expected 12)	PMS performance tracking Engineering judgment/experience	$147,410	WSPMS	High	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment. Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
9. HMA -cold in-place recycling	WA	SR 127	DF	3.4	2002	1987	15	745	32.9%	PSC -Pavement Structural Condition	PSC=42	2001	PSC=99	2003	7 to-date (expected 12)	PMS performance tracking Engineering judgment/experience	$163,702	WSPMS	Medium	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment. Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
9. HMA -cold in-place recycling	WA	SR 221	DF	3.0	1998	1987	11	2,212	46.9%	PSC -Pavement Structural Condition	PSC=32	1997	PSC=99	1999	11 to-date (expected 12)	PMS performance tracking Engineering judgment/experience	$315,891	WSPMS	Low	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment. Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
9. HMA -cold in-place recycling	WA	SR 28	DF	13.0	2004	1999	5	1,223	20.3%	PSC -Pavement Structural Condition	PSC=68	2003	PSC=99	2005	5 to-date (expected 12)	PMS performance tracking Engineering judgment/experience	$126,425	WSPMS	High	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment. Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.

Notes:

Please refer to the observations section of the report for a discussion of limitations of data presented in these tables.
AADT -year of treatment unless otherwise indicated.
Percent Trucks -year of treatment unless otherwise indicated.
See Appendix B for a description of the Pavement Condition Rating value.
Cost per lane-mile based upon pavement related costs only unless otherwise noted. Cost converted to 2009 dollars using a 4% discount rate.

Table C.10. HMA -full depth reclamation
Treatment (note 1)	State	Route Number	Climatic Zone	Project Length (Miles)	Treatment Year	Last Rehab Year	Timing of Application (Years)	AADT (note 2)	% Trucks (note 3)	Distress Types and Values Used to Trigger Treatments	PCR Prior (note 4)	Date of Survey	PCR After	Date of Survey	Extended Service Life (years)	Method Used to Determine Pavement Life Extension	cost/Lane-Mile $, 2009 (note 5)	Data Sources	Experience with Treatment	comment
10. HMA -full depth reclamation	MI	I-75	WF	4.0	1997	1985	12	8,198	13.0%	Unavailable	DI=59	1997	DI=0.6	1999	10	Engineering judgment/experience	$112,065	PMS/Flat File	High	MDOT has not estimated extended service life for the individual projects. For rehabilitation projects, the life expectation estimates are based on a combination of engineering judgment and data. Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
10. HMA -full depth reclamation	MI	I-75	WF	7.7	1998	1978	20	14,010	10.0%	Unavailable	DI=79.3	1997	DI=1.7	1999	10	Engineering judgment/experience	$118,539	PMS/Flat File	High	MDOT has not estimated extended service life for the individual projects. For rehabilitation projects, the life expectation estimates are based on a combination of engineering judgment and data. Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
10. HMA -full depth reclamation	MI	US-127	WF	9.2	1998	1974	24	7,166	13.0%	Unavailable	DI=78.7	1997	DI=0	1999	10	Engineering judgment/experience	$352,641	PMS/Flat File	High	MDOT has not estimated extended service life for the individual projects. For rehabilitation projects, the life expectation estimates are based on a combination of engineering judgment and data. Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
10. HMA -full depth reclamation	MN	TH 73	WF	13.5	2000	Unavailable	Unavailable	680	5.1%	Transverse and longitudinal cracks, rutting, and patching	PQI=2.1	1998	PQI=4.1	2001	9 to-date (a projection of 15 )	PMS performance tracking PMS performance prediction	$163,495	HPMA	High	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment.
10. HMA -full depth reclamation	MN	TH 200	WF	4.8	2003	Unavailable	Unavailable	1,107	15.0%	Cracking	PQI=2.1	2002	PQI=4.0	2004	6 to-date (a projection of 17 )	PMS performance tracking PMS performance prediction	$163,495	HPMA	High	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment.
10. HMA -full depth reclamation	MN	TH 6	WF	6.4	2004	1983	21	418	15.0%	Transverse, longitudinal cracking, C/L joint deterioration, ride	PQI=2.4	2003	PQI=4.1	2005	5 to-date (a projection of 15 )	PMS performance tracking PMS performance prediction	$163,495	HPMA	High	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment.
10. HMA -full depth reclamation	TX	FM 1409 -Liberty County	WNF	9.6	2005	before 2004	Unavailable	4,700 (2004)	5.0% (2007)	Very rough ride, severe rutting, numerous patches, raveling, cracking	CS=48.1	2005	CS=95.8	2006	4 to-date (expected 20)	Observation Engineering judgment/experience	$55,109	Site Manager, PMIS, DCIS, Plans Online, TRM database	High	The current extended service life (ESL) is based upon observation. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment. Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
10. HMA -full depth reclamation	TX	SH 205 -Kaufman County	WNF	6.1	2005	before 2004	Unavailable	7,000 (2007)	15.0% (2008)	Severe, deep and shallow ruts. alligator, longitudinal & transverse cracks. Very rough ride	CS=50.3	2004	CS=100	2005	4 to-date (expected 20)	Observation Engineering judgment/experience	$252,333	Site Manager, PMIS, DCIS, Plans Online, TRM database	High	The current extended service life (ESL) is based upon observation. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment. Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
10. HMA -full depth reclamation	TX	US 190 -Jasper County	WNF	10.5	2005	before 2004	Unavailable	5,000	15.0% (2008)	Numerous alligator and longitudinal cracks, indicative of shrink/swell subsurface material	CS=47.0	2004	CS=100	2007	4 to-date (expected 20)	Observation Engineering judgment/experience	$179,491	Site Manager, PMIS, DCIS, Plans Online, TRM database	Medium	The current extended service life (ESL) is based upon observation. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment. Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
10. HMA -full depth reclamation	TX	US 259 -Rusk County	WNF	5.9	2005	before 2004	Unavailable	10,900	35.0% (2008)	Shallow rutting	CS=86.3	2004	CS=94.1	2005	4 to-date (expected 20)	Observation Engineering judgment/experience	$64,713	Site Manager, PMIS, DCIS, Plans Online, TRM database	High	The current extended service life (ESL) is based upon observation. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment. Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
10. HMA -full depth reclamation	TX	IH 45 -Ellis County	WNF	10.1	2006	before 2004	Unavailable	42,000 (2007)	30.0% (2008)	Deep ruts, severe longitudinal cracking	CS=49.9	2004	CS=69.8	2005	3 to-date (expected 20)	Observation Engineering judgment/experience	$163,818	Site Manager, PMIS, DCIS, Plans Online, TRM database	High	The current extended service life (ESL) is based upon observation. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment. Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
10. HMA -full depth reclamation	TX	IH 35 -Travis County	DNF	2.8	2004	before 2004	Unavailable	14,000	15.0% (2008)	Subgrade rutting and alligator cracking	CS=99.2	2006	CS=79.3	2004	5 to-date (expected 20)	Observation Engineering judgment/experience	$193,502	Site Manager, PMIS, DCIS, Plans Online, TRM database	High	The current extended service life (ESL) is based upon observation. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment. Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.

Notes:

Please refer to the observations section of the report for a discussion of limitations of data presented in these tables.
AADT -year of treatment unless otherwise indicated.
Percent Trucks -year of treatment unless otherwise indicated.
See Appendix B for a description of the Pavement Condition Rating value.
Cost per lane-mile based upon pavement related costs only unless otherwise noted. Cost converted to 2009 dollars using a 4% discount rate.

Table C.11. HMA -structural overlay
Treatment (note 1)	State	Route Number	Climatic Zone	Project Length (Miles)	Treatment Year	Last Rehab Year	Timing of Application (Years)	AADT (note 2)	% Trucks (note 3)	Distress Types and Values Used to Trigger Treatments	PCR Prior (note 4)	Date of Survey	PCR After	Date of Survey	Extended Service Life (years)	Method Used to Determine Pavement Life Extension	cost/Lane-Mile $, 2009 (note 5)	Data Sources	Experience with Treatment	comment
11. HMA -structural overlay	MI	US-12	WF	0.4	1994	1984	10	6,300	8.0%	Unavailable	DI=107.7	1993	DI=0.3	1995	Flexible 8-10 years; Composite 68 years	Engineering judgment/experience	$135,468	PMS/Flat File	High	This is a standard fix that is used on a regular basis. It has been very successful with performance varying depending on the existing pavement condition and whether it is being placed on a composite pavement or flexible pavement. The project listed was cold milled 1.5" then resurfaced with two courses (3" total) of HMA. The ESL is a prediction based upon agency experience.
11. HMA -structural overlay	MI	M-37	WF	0.9	1999	1984	15	5,200	4.0%	Unavailable	DI=75.5	1998	DI=1.9	2000	Flexible 10-12 years; Composite 810 years	Engineering judgment/experience	$144,605	PMS/Flat File	High	This is a standard fix that is used on a regular basis. It has been very successful with performance varying depending on the existing pavement condition and whether it is being placed on a composite pavement or flexible pavement. The project listed was cold milled 1.5" then resurfaced with two courses (3" total) of HMA. The ESL is a prediction based upon agency experience.
11. HMA -structural overlay	MI	US-31 NB	WF	7.5	1999	1989	10	4,200	5.0%	Unavailable	DI=20.9	1999	DI=5.4	2003	Flexible 10-12 years; Composite 810 years	Engineering judgment/experience	$115,292	PMS/Flat File	High	This is a standard fix that is used on a regular basis. It has been very successful with performance varying depending on the existing pavement condition and whether it is being placed on a composite pavement or flexible pavement. The project listed was cold milled 1.5" then resurfaced with two courses (3" total) of HMA. The ESL is a prediction based upon agency experience.
11. HMA -structural overlay	MN	I-35	WF	9.3	1998	1989	9	15,254	6.9%	Cracking	PQI=3.0	1998	PQI=4.1	2000	11 to-date (a projection of 17 )	PMS performance tracking PMS performance prediction	$107,000	HPMA	High	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment.
11. HMA -structural overlay	MN	1	WF	12.0	2005	1983	22	3,100	4.6%	Transverse and longitudinal cracking and ride	PQI=2.5	2004	PQI=3.9	2005	4 to-date (a projection of 17 )	PMS performance tracking PMS performance prediction	$107,000	HPMA	High	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment.
11. HMA -structural overlay	MN	10	WF	11.7	1995	1980	15	8,000	11.0%	Transverse cracks and multiple cracking and ride	PQI=2.3	1994	PQI=3.9	1996	14 to-date (a projection of 17 )	PMS performance tracking PMS performance prediction	$107,000	HPMA	High	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment.
11. HMA -structural overlay	WA	SR 395	DF	6.8	1999	1986	13	1,927	14.8%	PSC -Pavement Structural Condition	PSC=57	1998	PSC=100	1999	10 to-date (expected 12)	PMS performance tracking Engineering judgment/experience	$242,497	WSPMS	High	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment. Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
11. HMA -structural overlay	WA	SR 12	DF	2.9	1998	Unavailable	Unavailable	6,168	16.2%	PSC -Pavement Structural Condition	PSC=51	1997	PSC=99	1999	12	PMS performance tracking	$183,586	WSPMS	High	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
11. HMA -structural overlay	WA	SR 12	DF	6.5	2007	1997	10	2,548	19.9%	PSC -Pavement Structural Condition	PSC=80	2006	PSC=99	2008	2 to-date (expected 12)	PMS performance tracking Engineering judgment/experience	$163,032	WSPMS	High	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment. Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.

Notes:

Please refer to the observations section of the report for a discussion of limitations of data presented in these tables.
AADT -year of treatment unless otherwise indicated.
Percent Trucks -year of treatment unless otherwise indicated.
See Appendix B for a description of the Pavement Condition Rating value.
Cost per lane-mile based upon pavement related costs only unless otherwise noted. Cost converted to 2009 dollars using a 4% discount rate.

Table C.12. HMA - whitetopping
Treatment (note 1)	State	Route Number	Climatic Zone	Project Length (Miles)	Treatment Year	Last Rehab Year	Timing of Application (Years)	AADT (note 2)	% Trucks (note 3)	Distress Types and Values Used to Trigger Treatments	PCR Prior (note 4)	Date of Survey	PCR After	Date of Survey	Extended Service Life (years)	Method Used to Determine Pavement Life Extension	cost/Lane-Mile $, 2009 (note 5)	Data Sources	Experience with Treatment	comment
12. HMA -whitetopping	KS	US 54	DF	0.8	2000	1969	31	2,465	13.0%	Rough ride, transverse cracking	IRI=106	2000	IRI=58	2001	3	PMS performance tracking	$105,814	PMIS	Low	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
12. HMA -whitetopping	KS	US 54	DF	1.4	2000	1969	31	2,010	8.0%	Transverse cracking	IRI=98	2000	IRI=66	2001	3	PMS performance tracking	$105,814	PMIS	Low	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
12. HMA -whitetopping	KS	US 54	DF	2.9	2000	1969	31	3,475	5.0%	Rough ride, transverse cracking	IRI=128	2000	IRI=72	2001	3	PMS performance tracking	$105,814	PMIS	Low	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
12. HMA -whitetopping	MI	M-46	WF	4.0	1999	1970	29	2,000	6.0%	Unavailable	DI=43.7	1998	DI=0.6	2000	Unavailable	Engineering judgment/experience	$409,883	PMS/Flat File	Low	Still considered experimental
12. HMA -whitetopping	MN	TH-30	WF	8.5	1993	1973	20	584	18.0%	Transverse and longitudinal cracks and patching	PQI=1.4	1991	PQI=4.0	1994	16 to-date (a projection of 17 )	PMS performance tracking PMS performance prediction	$663,344	HPMA	Low	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment. This is the only highway whitetopping project constructed by MNDOT. The others are either research sections at MNROAD, or a local solution to an HMA rutting problem.

Notes:

Please refer to the observations section of the report for a discussion of limitations of data presented in these tables.
AADT -year of treatment unless otherwise indicated.
Percent Trucks -year of treatment unless otherwise indicated.
See Appendix B for a description of the Pavement Condition Rating value.
Cost per lane-mile based upon pavement related costs only unless otherwise noted. Cost converted to 2009 dollars using a 4% discount rate.

Table C.13. PCC - diamond grinding
Treatment (note 1)	State	Route Number	Climatic Zone	Project Length (Miles)	Treatment Year	Last Rehab Year	Timing of Application (Years)	AADT (note 2)	% Trucks (note 3)	Distress Types and Values Used to Trigger Treatments	PCR Prior (note 4)	Date of Survey	PCR After	Date of Survey	Extended Service Life (years)	Method Used to Determine Pavement Life Extension	cost/Lane-Mile $, 2009 (note 5)	Data Sources	Experience with Treatment	comment
13. PCC -diamond grinding	KS	US 54	DF	6.0	1998	1976	22	2,580	25.0%	Ride and faulting	IRI=146	1998	IRI=68	1999	9	PMS performance tracking	$65,069	PMIS	Medium	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
13. PCC -diamond grinding	KS	US 59	DF	8.4	2001	1960	41	1,814	7.0%	None stated	IRI=77	2001	IRI=76	2002	6	PMS performance tracking	$113,893	PMIS	Medium	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
13. PCC -diamond grinding	KS	US 166	DF	9.0	1998	1980	18	723	12.0%	Ride and faulting	IRI=168	1998	IRI=73	1999	11 to-date (expected 17)	PMS performance tracking Engineering judgment/experience	$42,489	PMIS	Medium	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment. Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
13. PCC -diamond grinding	MN	TH 10	WF	5.4	1982	Unavailable	Unavailable	11,500	10.0%	Joint faulting, ride	PQI=2.5	1982	PQI=3.2	1983	4	PMS performance tracking	$20,682	HPMA	High	The last rehab year was 2000, but the rehab after 1982 was a major CPR in 1986. The original construction was in 1947. This pavement is on a sand subgrade and that is likely that reason it is still in service as a concrete pavement.
13. PCC -diamond grinding	MN	I-94	WF	2.9	2004	1991	13	52,300	16.0%	Joint faulting, ride	PQI=2.6	2004	PQI=3.5	2006	5 to-date (a projection of 6 )	PMS performance tracking PMS performance prediction	$20,682	HPMA	High	Orig construction was 1973. The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment.
13. PCC -diamond grinding	MN	15	WF	1.0	2004	Unavailable	Unavailable	20,900	5.4%	Transverse joints, cracked panels, ride	PQI=2.8	2003	PQI=3.5	2005	5 to-date (a projection of 13 )	PMS performance tracking PMS performance prediction	$20,682	HPMA	High	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment.
13. PCC -diamond grinding	WA	I-5	DF	4.1	1999	1969	30	196,295	8.8%	PPC -Pavement Profile Condition	PSC=80	1998	PSC=86	2000	15 (expected)	Engineering judgment/experience	$218,210	WSPMS	Medium	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
13. PCC -diamond grinding	WA	I-5	DF	19.8	2009	1964-1967	42	184,057	6.8%	PPC -Pavement Profile Condition	PSC=76	2008	Unavailable	Unavailable	15 (expected)	Engineering judgment/experience	$113,428	WSPMS	High	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.

Notes:

Please refer to the observations section of the report for a discussion of limitations of data presented in these tables.
AADT -year of treatment unless otherwise indicated.
Percent Trucks -year of treatment unless otherwise indicated.
See Appendix B for a description of the Pavement Condition Rating value.
Cost per lane-mile based upon pavement related costs only unless otherwise noted. Cost converted to 2009 dollars using a 4% discount rate.

Table C.14. PCC -Dowel Bar Retrofit
Treatment (note 1)	State	Route Number	Climatic Zone	Project Length (Miles)	Treatment Year	Last Rehab Year	Timing of Application (Years)	AADT (note 2)	% Trucks (note 3)	Distress Types and Values Used to Trigger Treatments	PCR Prior (note 4)	Date of Survey	PCR After	Date of Survey	Extended Service Life (years)	Method Used to Determine Pavement Life Extension	cost/Lane-Mile $, 2009 (note 5)	Data Sources	Experience with Treatment	comment
14. PCC -DBR	KS	US 400	DF	5.0	2001	1987	14	2,206	16.0%	Ride and joint distress	IRI=128	2001	IRI=132	2002	8 to-date (expected 13)	PMS performance tracking Engineering judgment/experience	$127,764	PMIS	Medium	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment. Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
14. PCC -DBR	KS	US 400	DF	7.0	2001	1988	13	1,818	19.0%	Ride, joint distress, and faulting	IRI=165	2001	IRI=148	2002	8 to-date (expected 13)	PMS performance tracking Engineering judgment/experience	$127,764	PMIS	Medium	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment. Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
14. PCC -DBR	KS	US 36	DF	13.0	2004	1989	15	1,483	11.0%	Ride	IRI=101	2004	IRI=86	2005	5 to-date (expected 14)	PMS performance tracking Engineering judgment/experience	$135,000	PMIS	Medium	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment. Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
14. PCC -DBR	MI	I-696 EB	WF	6.4	1998	1978	20	82,386	5.0%	Trigger values are "a minimum remaining service life of 10 years, Distress Index < 15 and Ride Quality Index <54."	DI=8	1997	DI=5.5	1999	2-3	Engineering judgment/experience	$29,929	PMS/Flat File	Low	9 projects over the last 12 years
14. PCC -DBR	MI	M-10 NB	WF	7.3	2000	1987	13	68,000	2.0%	Trigger values are "a minimum remaining service life of 10 years, Distress Index < 15 and Ride Quality Index <54."	DI=1.8	1999	DI=6.9	2001	2-3	Engineering judgment/experience	$54,809	PMS/Flat File	Low	9 projects over the last 12 years
14. PCC -DBR	MI	I-69 NB	WF	8.6	1999	1991	8	30,400	18.0%	Trigger values are "a minimum remaining service life of 10 years, Distress Index < 15 and Ride Quality Index <54."	DI=7.6	1997	DI=5	1999	2-3	Engineering judgment/experience	$19,945	PMS/Flat File	Low	9 projects over the last 12 years
14. PCC -DBR	MN	I-94	WF	7.4	2004	1984	20	84,200	9.0%	Cracked panels with some faulting and transverse joint spall and ride	PQI=2.6	2004	PQI=3.5	2005	5 to-date (a projection of 16 )	PMS performance tracking PMS performance prediction	Unavailable	HPMA	High	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment. This CPR included dowel retrofits into mid-panel cracks that were faulting. There now are a few slots that have disintegrating grout. Diamond grinding was done after dowels and CPR was complete.
14. PCC -DBR	MN	I-94	WF	3.0	2007	1986	21	13,950	16.0%	Cracked panels and ride	PQI=2.6	2007	PQI=3.1	2008	2 to-date (a projection of 2 )	PMS performance tracking PMS performance prediction	Unavailable	HPMA	High	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment. This dowel bar retrofit also had diamond grinding. State suspected that the dowels were for mid panel cracks.
14. PCC -DBR	MN	TH 77	WF	2.2	2007	1982	25	70,000	2.9%	Cracked panels	PQI=3.0	2006	PQI=3.1	2008	2 to-date (a projection of 7 )	PMS performance tracking PMS performance prediction	Unavailable	HPMA	High	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment.
14. PCC -DBR	TX	US 69	WNF	4.5	2007	Yearly concrete repairs	1	58,000	9.4%	Inserted load transverse devices to prevent further faulting in pavement slabs	CS=49	2006	CS=90	2008	Unavailable	Unavailable	$260,325	As-built	Unavailable	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
14. PCC -DBR	WA	I-5	WNF	3.1	2000	1959	41	56,385	11.3%	PPC -Pavement Profile Condition	PSC=55	1999	PSC=60	2001	9 to-date (expected 15)	PMS performance tracking Engineering judgment/experience	$65,741	WSPMS	High	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment. Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
14. PCC -DBR	WA	I-5	WNF	6.4	2000	1959	41	140,638	9.4%	PPC -Pavement Profile Condition	PSC=35	1999	PSC=90	2001	9 to-date (expected 15)	PMS performance tracking Engineering judgment/experience	$418,835	WSPMS	High	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment. Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
14. PCC -DBR	WA	I-82	DF	20.6	1997	1971	26	15,132	24.2%	PPC -Pavement Profile Condition	PSC=90	1996	PSC=94	1998	12 to-date (expected 15)	PMS performance tracking Engineering judgment/experience	$383,532	WSPMS	Medium	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment. Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
14. PCC -DBR	WA	SR 195	DF	5.3	1997	1959	38	4,125	21.6%	PPC -Pavement Profile Condition	PSC=58	1996	PSC=99	1999	12 to-date (expected 15)	PMS performance tracking Engineering judgment/experience	$488,757	WSPMS	Medium	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment. Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.

Notes:

Please refer to the observations section of the report for a discussion of limitations of data presented in these tables.
AADT -year of treatment unless otherwise indicated.
Percent Trucks -year of treatment unless otherwise indicated.
See Appendix B for a description of the Pavement Condition Rating value.
Cost per lane-mile based upon pavement related costs only unless otherwise noted. Cost converted to 2009 dollars using a 4% discount rate.

Table C.15. PCC -full depth repair
Treatment (note 1)	State	Route Number	Climatic Zone	Project Length (Miles)	Treatment Year	Last Rehab Year	Timing of Application (Years)	AADT (note 2)	% Trucks (note 3)	Distress Types and Values Used to Trigger Treatments	PCR Prior (note 4)	Date of Survey	PCR After	Date of Survey	Extended Service Life (years)	Method Used to Determine Pavement Life Extension	cost/Lane-Mile $, 2009 (note 5)	Data Sources	Experience with Treatment	comment
15. PCC - full depth repair	KS	I 135	DF	5.0	1994	1971	23	17,072	14.0%	Ride, joint distress	IRI=122	1994	IRI=129	1995	9	PMS performance tracking	Unavailable	PMIS	Unavailable	None
15. PCC - full depth repair	KS	US 77	DF	8.0	1997	1972	25	5,656	11.0%	Ride	IRI=100	1997	IRI=99	1998	5	PMS performance tracking	Unavailable	PMIS	Unavailable	None
15. PCC - full depth repair	KS	I 70	DF	12.0	1992	1969	23	4,011	38.0%	Ride	IRI=110	1992	IRI=102	1993	9	PMS performance tracking	Unavailable	PMIS	Unavailable	None
15. PCC - full depth repair	MI	I-94 WB	WF	3.1	1996	1986	10	13,014	36.0%	Trigger values are "a minimum remaining service life of 7 years, Distress Index < 20 and Ride Quality Index <54."	DI=12.6	1995	DI=8.9	1997	3-10	Engineering judgment/experience	$45,596	PMS/Flat File	High	MDOT has used the current technique for full depth repairs for 21 years. Contractors are capable of a high production rate with modern equipment.
15. PCC - full depth repair	MI	US-31 NB	WF	12.2	2005	1987	18	7,400	15.0%	Trigger values are "a minimum remaining service life of 7 years, Distress Index < 20 and Ride Quality Index <54."	DI=10.3	2005	DI=6.6	2007	3-10	Engineering judgment/experience	$19,238	PMS/Flat File	High	MDOT has used the current technique for full depth repairs for 21 years. Contractors are capable of a high production rate with modern equipment.
15. PCC - full depth repair	MI	I-94 EB	WF	5.2	2006	1990	16	23,900	23.0%	Trigger values are "a minimum remaining service life of 7 years, Distress Index < 20 and Ride Quality Index <54."	DI=6.7	2005	DI=3.6	2007	3-10	Engineering judgment/experience	$31,557	PMS/Flat File	High	MDOT has used the current technique for full depth repairs for 21 years. Contractors are capable of a high production rate with modern equipment.
15. PCC - full depth repair	MN	I-35	WF	8.6	1999	1995	4	17,600	7.1%	Transverse joints and cracked panels	PQI=3.0	1998	PQI=3.6	2000	9	PMS performance tracking	$102,162	HPMA	High	None
15. PCC - full depth repair	MN	TH 52	WF	2.8	1994	1983	11	18,000	11.0%	Cracked panels	PQI=3.2	1991	PQI=3.4	1994	14	PMS performance tracking	$102,162	HPMA	High	It is hard to identify how long the pavement would have lasted without major CPR.
15. PCC - full depth repair	MN	TH 10	WF	2.2	1997	1987	10	27,600	13.0%	A few cracked panels	PQI=3.7	1997	PQI=3.8	1998	11	PMS performance tracking	$102,162	HPMA	High	None

Notes:

Please refer to the observations section of the report for a discussion of limitations of data presented in these tables.
AADT - year of treatment unless otherwise indicated.
Percent Trucks - year of treatment unless otherwise indicated.
See Appendix B for a description of the Pavement Condition Rating value.
Cost per lane-mile based upon pavement related costs only unless otherwise noted. Cost converted to 2009 dollars using a 4% discount rate.

Table C.16. PCC - joint sealing
Treatment (note 1)	State	Route Number	Climatic Zone	Project Length (Miles)	Treatment Year	Last Rehab Year	Timing of Application (Years)	AADT (note 2)	% Trucks (note 3)	Distress Types and Values Used to Trigger Treatments	PCR Prior (note 4)	Date of Survey	PCR After	Date of Survey	Extended Service Life (years)	Method Used to Determine Pavement Life Extension	cost/Lane-Mile $, 2009 (note 5)	Data Sources	Experience with Treatment	comment
16. PCC -joint sealing	MI	I-696 EB	WF	6.2	1995	1989	6	65,500	7.0%	Trigger values are "a minimum remaining service life of 10 years, Distress Index < 15 and Ride Quality Index <54."	DI=0.2	1995	DI=0.2	1997	4	PMS performance tracking	$6,867	PMS/Flat File	High	MDOT has used several different materials to seal and reseal joints such as silicone, neoprene, and hot-poured rubber. MDOT's current standard is to use low-modulus hot-poured rubber.
16. PCC -joint sealing	MI	I-69 EB	WF	5.6	1996	1984	12	5,492	27.0%	Trigger values are "a minimum remaining service life of 10 years, Distress Index < 15 and Ride Quality Index <54."	DI=0.5	1995	DI=1.1	1997	4	PMS performance tracking	$2,856	PMS/Flat File	High	MDOT has used several different materials to seal and reseal joints such as silicone, neoprene, and hot-poured rubber. MDOT's current standard is to use low-modulus hot-poured rubber.
16. PCC -joint sealing	MI	I-75 NB	WF	6.5	1998	1990	8	22,800	17.0%	Trigger values are "a minimum remaining service life of 10 years, Distress Index < 15 and Ride Quality Index <54."	DI=0.8	1997	DI=0.6	1999	4	PMS performance tracking	$15,402	PMS/Flat File	High	MDOT has used several different materials to seal and reseal joints such as silicone, neoprene, and hot-poured rubber. MDOT's current standard is to use low-modulus hot-poured rubber.

Notes:

Please refer to the observations section of the report for a discussion of limitations of data presented in these tables.
AADT -year of treatment unless otherwise indicated.
Percent Trucks -year of treatment unless otherwise indicated.
See Appendix B for a description of the Pavement Condition Rating value.
Cost per lane-mile based upon pavement related costs only unless otherwise noted. Cost converted to 2009 dollars using a 4% discount rate.

Table C.17. PCC -partial depth repair
Treatment (note 1)	State	Route Number	Climatic Zone	Project Length (Miles)	Treatment Year	Last Rehab Year	Timing of Application (Years)	AADT (note 2)	% Trucks (note 3)	Distress Types and Values Used to Trigger Treatments	PCR Prior (note 4)	Date of Survey	PCR After	Date of Survey	Extended Service Life (years)	Method Used to Determine Pavement Life Extension	cost/Lane-Mile $, 2009 (note 5)	Data Sources	Experience with Treatment	comment
17. PCC - partial depth repair	KS	K 23	DF	4.1	2004	1996	8	215	18.0%	None stated	IRI=70	2004	IRI=58	2005	4	PMS performance tracking	$773	PMIS	Low	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
17. PCC - partial depth repair	KS	US 50	DF	6.0	2001	1996	5	2,364	16.0%	Joint distress	IRI=59	2001	IRI=67	2002	1	PMS performance tracking	$4,437	PMIS	Low	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
17. PCC - partial depth repair	KS	K 23	DF	9.0	2004	1996	8	217	18.0%	Joint distress	IRI=77	2004	IRI=60	2005	4	PMS performance tracking	$773	PMIS	Low	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly. The current extended service life (ESL) is based upon
17. PCC - partial depth repair	MN	TH 169	WF	1.7	2005	1996	9	14,300	18.0%	A few cracked panels	PQI=3.3	2004	PQI=3.5	2005	4 to-date (a projection of 7 )	PMS performance tracking PMS performance prediction	$95,853	HPMA	High	performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment.

Notes:

Please refer to the observations section of the report for a discussion of limitations of data presented in these tables.
AADT - year of treatment unless otherwise indicated.
Percent Trucks - year of treatment unless otherwise indicated.
See Appendix B for a description of the Pavement Condition Rating value.
Cost per lane-mile based upon pavement related costs only unless otherwise noted. Cost converted to 2009 dollars using a 4% discount rate.

Table C.18. PCC -HMA OL w/o slab frac
Treatment (note 1)	State	Route Number	Climatic Zone	Project Length (Miles)	Treatment Year	Last Rehab Year	Timing of Application (Years)	AADT (note 2)	% Trucks (note 3)	Distress Types and Values Used to Trigger Treatments	PCR Prior (note 4)	Date of Survey	PCR After	Date of Survey	Extended Service Life (years)	Method Used to Determine Pavement Life Extension	cost/Lane-Mile $, 2009 (note 5)	Data Sources	Experience with Treatment	comment
18. PCC -HMA OL w/o slab frac	KS	US 75	DF	5.0	2001	1991	10	3,311	5.0%	Joint distress	IRI=99	2001	IRI=79	2002	3	PMS performance tracking	$58,370	PMIS	High	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
18. PCC -HMA OL w/o slab frac	KS	US 77	DF	9.5	2001	1985	16	2,196	7.0%	Ride	IRI=104	2001	IRI=59	2002	1	PMS performance tracking	$80,272	PMIS	High	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
18. PCC -HMA OL w/o slab frac	KS	US 169	DF	11.6	2003	1980	23	2,924	11.0%	Ride, joint distress	IRI=99	2003	IRI=52	2004	6 to-date (expected 8)	PMS performance tracking Engineering judgment/experience	$48,725	PMIS	High	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment. Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
18. PCC -HMA OL w/o slab frac	MI	I-96	WF	8.1	1998	1962	36	48,172	11.0%	Unavailable	DI=52.2	1997	DI=0.1	1999	6-8	Engineering judgment/experience	$730,259	PMS/Flat File	High	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
18. PCC -HMA OL w/o slab frac	MI	I-94 EB	WF	7.4	1998	1985	13	19,819	31.0%	Unavailable	DI=53	1997	DI=0	1999	6-8	Engineering judgment/experience	$307,606	PMS/Flat File	High	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
18. PCC -HMA OL w/o slab frac	MI	I-94 WB	WF	7.3	2001	1985	16	20,700	30.0%	Unavailable	DI=11.5	1999	DI=0	2001	6-8	Engineering judgment/experience	$351,812	PMS/Flat File	High	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
18. PCC -HMA OL w/o slab frac	MN	I-35	WF	6.6	1997	1980	17	27,400	18.0%	Faulting and cracked panels and ride	PQI=2.6	1997	PQI=4.0	1998	12 to-date (a projection of 17 )	PMS performance tracking PMS Performance prediction	Unavailable	HPMA	High	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment.
18. PCC -HMA OL w/o slab frac	MN	52	WF	6.4	1998	1986	12	19,560	11.0%	Ride, transverse joints, cracked panels	PQI=2.3	1998	PQI=3.9	1999	11 to-date (a projection of 17 )	PMS performance tracking PMS Performance prediction	Unavailable	HPMA	High	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment.
18. PCC -HMA OL w/o slab frac	MN	44	WF	8.9	1992	1978	14	2,970	7.5%	Transverse joints, faulting, cracked and broken panels and ride	PQI=2.1	1990	PQI=4.1	1993	11	PMS performance tracking	Unavailable	HPMA	High	None
18. PCC -HMA OL w/o slab frac	WA	I-5	DF	3.3	1993	1966	27	38,773	9.0%	PSC -Pavement Structural Condition	PSC=44	1992	PSC=99	1994	16 to-date (expected 20)	PMS performance tracking Engineering judgment/experience	$1,655,590	WSPMS	High	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment. Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
18. PCC -HMA OL w/o slab frac	WA	I-5	DF	5.1	1970	1952	18	77,596	16.9%	Unavailable	PSC=75	1969	PSC=77	1971	20	PMS performance tracking	Unavailable	WSPMS	Low	PCCP Const. in 1955. Two overlays since original in 1970
18. PCC -HMA OL w/o slab frac	WA	I-5	DF	1.3	1974	1955	19	56,598	19.0%	Unavailable	PSC=75	1973	PSC=100	1975	20	PMS performance tracking	Unavailable	WSPMS	Medium	None

Notes:

Notes:
Please refer to the observations section of the report for a discussion of limitations of data presented in these tables.
AADT -year of treatment unless otherwise indicated.
Percent Trucks -year of treatment unless otherwise indicated.
See Appendix B for a description of the Pavement Condition Rating value.
Cost per lane-mile based upon pavement related costs only unless otherwise noted. Cost converted to 2009 dollars using a 4% discount rate.

Table C.19. PCC -crack and seat/rubblize with HMA Overlay
Treatment (note 1)	State	Route Number	Climatic Zone	Project Length (Miles)	Treatment Year	Last Rehab Year	Timing of Application (Years)	AADT (note 2)	% Trucks (note 3)	Distress Types and Values Used to Trigger Treatments	PCR Prior (note 4)	Date of Survey	PCR After	Date of Survey	Extended Service Life (years)	Method Used to Determine Pavement Life Extension	cost/Lane-Mile $, 2009 (note 5)	Data Sources	Experience with Treatment	comment
19. PCC - crack and seat/rubblize with HMA OL	MI	US-10	WF	1.4	1999	1958	41	6,700	9.0%	Unavailable	DI=33.8	1997	DI=0	1999	10 to-date (expected 12)	Observation Engineering judgment/experience	$397,160	PMS/Flat File	High	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly. MDOT has used the current technique for full depth repairs for 21 years. Contractors are capable of a high production rate with modern equipment.
19. PCC - crack and seat/rubblize with HMA OL	MI	US-23	WF	2.0	1995	1974	21	1,700	14.0%	Unavailable	DI=85	1995	DI=1.3	1997	14 to-date (expected 17)	Observation Engineering judgment/experience	$547,740	PMS/Flat File	High	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly. State has used the current technique for full depth repairs for 21 years. Contractors are capable of a high production rate with modern equipment.
19. PCC - crack and seat/rubblize with HMA OL	MI	M-18	WF	6.7	1999	1976	23	4,900	7.0%	Unavailable	DI=108	1996	DI=0.1	2000	10 to-date (expected 15)	Observation Engineering judgment/experience	$366,451	PMS/Flat File	High	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly. State has used the current technique for full depth repairs for 21 years. Contractors are capable of a high production rate with modern equipment.
19. PCC - crack and seat/rubblize with HMA OL	MI	I-69	WF	5.7	1998	1986	12	25,450	23.0%	Unavailable	DI=38	1997	DI=0.1	1999	11 to-date (expected 12)	Observation Engineering judgment experience	$714,323	PMS/Flat File	High	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly. State has used the current technique for full depth repairs for 21 years. Contractors are capable of a high production rate with modern equipment.
19. PCC - crack and seat/rubblize with HMA OL	MN	2	WF	10.8	2006	1984	22	3,080	10.0%	Ride and spalled transverse joints	PQI=2.9	2006	PQI=3.9	2007-8	3 to-date (a projection of 10 )	PMS performance tracking PMS performance prediction	$174,594 - $236,530	HPMA	Medium for C&S and Low for Rubblize	Original PCC construction was 1974. The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment.
19. PCC - crack and seat/rubblize with HMA OL	MN	75	WF	7.3	1994	Unavailable	Unavailable	2,100	11.0%	Cracked and broken panels and ride	PQI=2.9	1992	PQI=3.7	1996	14	PMS performance tracking	$174,594 - $236,530	HPMA	Medium for C&S and Low for Rubblize	None
19. PCC - crack and seat/rubblize with HMA OL	MN	22	WF	6.8	1999	Unavailable	Unavailable	5,300	5.4%	Spalled transverse joints and ride	PQI=2.9	1998	PQI=4.0	2000	10 to-date (a projection of 15 )	PMS performance tracking PMS performance prediction	$174,594 - $236,530	HPMA	Medium for C&S and Low for Rubblize	The current extended service life (ESL) is based upon performance data in the PMS. The projected or estimated ESL is a prediction based upon PMS models or experience with the treatment.
19. PCC - crack and seat/rubblize with HMA OL	TX	FM 2887 - Runnels County	DNF	7.8	2008	2005	3	610 (2007)	5.0% (2008)	Extremely high number of longitudinal cracks	CS=73	2006	CS=80	2007	Unavailable	Unavailable	$146,667	Site manager, PMIS, DCIS, Plans Online, TRM database	Low	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
19. PCC - crack and seat/rubblize with HMA OL	TX	US 83 - Cottle County	DNF	6.7	2007	before 2004	Unavailable	700	45.0% (2008)	Large number of longitudinal cracks	CS=90	2006	CS=100	2008	Unavailable	Unavailable	$282,930	Site Manager, PMIS, DCIS, Plans Online, TRM database	Low	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
19. PCC - crack and seat/rubblize with HMA OL	TX	US 83 - Wheeler County	DNF	6.1	2007	2005	2	1,700	25.0% (2008)	Numerous patches, longitudinal cracks, rough ride	CS=80.3	2006	CS=99.8	2008	Unavailable	Unavailable	$253,625	Site Manager, PMIS, DCIS, Plans Online, TRM database	Low	Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.

Notes:

Please refer to the observations section of the report for a discussion of limitations of data presented in these tables.
AADT - year of treatment unless otherwise indicated.
Percent Trucks - year of treatment unless otherwise indicated.
See Appendix B for a description of the Pavement Condition Rating value.
Cost per lane-mile based upon pavement related costs only unless otherwise noted. Cost converted to 2009 dollars using a 4% discount rate.

Table C.20. PCC -unbonded overlay
Treatment (note 1)	State	Route Number	Climatic Zone	Project Length (Miles)	Treatment Year	Last Rehab Year	Timing of Application (Years)	AADT (note 2)	% Trucks (note 3)	Distress Types and Values Used to Trigger Treatments	PCR Prior (note 4)	Date of Survey	PCR After	Date of Survey	Extended Service Life (years)	Method Used to Determine Pavement Life Extension	cost/Lane-Mile $, 2009 (note 5)	Data Sources	Experience with Treatment	comment
20. PCC - unbonded overlay	MI	I-75 NB	WF	3.9	2003	1973	30	8,300	9.0%	Unavailable	DI=71.8	2001	DI=0	2005	6 to-date (expected 15)	Observation Engineering judgment/experience	$356,774	PMS/Flat File	High	The current extended service life (ESL) is based upon observation. The projected or estimated ESL is a prediction based upon experience with the treatment. Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
20. PCC - unbonded overlay	MI	I-94	WF	9.0	1995	1960	35	3,700	28.0%	Unavailable	DI=32.7	1995	DI=3	1997	14 to-date (expected 18)	Observation Engineering judgment/experience	$797,438	PMS/Flat File	High	The current extended service life (ESL) is based upon observation. The projected or estimated ESL is a prediction based upon experience with the treatment. Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
20. PCC - unbonded overlay	MI	I-69	WF	7.5	1999	1972	27	22,000	29.0%	Unavailable	DI=32.1	1999	DI=0.4	2001	10 to-date (expected 15)	Observation Engineering judgment/experience	$622,032	PMS/Flat File	High	The current extended service life (ESL) is based upon observation. The projected or estimated ESL is a prediction based upon experience with the treatment. Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
20. PCC - unbonded overlay	MI	US-131	WF	3.2	1998	1960	38	23,284	18.0%	Unavailable	DI=75.3	1997	DI=0	1999	11 to-date (expected 15)	Observation Engineering judgment/experience	$639,701	PMS/Flat File	High	The current extended service life (ESL) is based upon observation. The projected or estimated ESL is a prediction based upon experience with the treatment. Cost/lane-mile is based on total cost of project. Data not available to break-out pavement costs explicitly.
20. PCC - unbonded overlay	MN	10	WF	5.7	2003	1987	16	10,150	7.3%	Transverse joints, faulting, cracked panels, ride	PQI=2.8	2002	PQI=3.9	2004	At least 6 (expected 25)	HPMA performance (projection)	$396,367	HPMA	High	None
20. PCC - unbonded overlay	MN	I-35	WF	6.6	1998	1983	15	22,300	14.0%	Faulting, cracked panels, ride	PQI=2.8	1997	PQI=4.1	1999	At least 11 (expected 31)	HPMA performance (projection)	$396,367	HPMA	High	This is one of our best performing unbondeds. Our unbonded all perform well.
20. PCC - unbonded overlay	MN	212	WF	5.7	1986	Unavailable	Unavailable	9,700	12.0%	Transverse joints	PQI=2.8	1984	PQI=4.0	1986	At least 23 (expected 30)	HPMA performance (projection)	$396,367	HPMA	High	This is our oldest unbonded in the system and the main problems it has is some tipped dowel baskets during construction.
20. PCC - unbonded overlay	WA	I-90	DF	5.3	1973	1965	8	25,826	22.8%	PSC - Pavement Structural Condition	PSC=30	1971	PSC=60	1975	15	Experience	Unavailable	WSPMS	Medium	None

Notes:

Please refer to the observations section of the report for a discussion of limitations of data presented in these tables.
AADT - year of treatment unless otherwise indicated.
Percent Trucks - year of treatment unless otherwise indicated.
See Appendix B for a description of the Pavement Condition Rating value.
Cost per lane-mile based upon pavement related costs only unless otherwise noted. Cost converted to 2009 dollars using a 4% discount rate.

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Pavements

Performance Evaluation of Various Rehabilitation and Preservation Treatments

Appendix C - Treatment Data

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