International Journal of Pavement Engineering

ISSN: 1029-8436 (Print) 1477-268X (Online) Journal homepage: https://www.tandfonline.com/loi/gpav20

Development of the pavement structural health

index based on falling weight deflectometer
testing

Omar Elbagalati, Mostafa Elseifi, Kevin Gaspard & Zhongjie Zhang

To cite this article: Omar Elbagalati, Mostafa Elseifi, Kevin Gaspard & Zhongjie Zhang
(2018) Development of the pavement structural health index based on falling weight
deflectometer testing, International Journal of Pavement Engineering, 19:1, 1-8, DOI:
10.1080/10298436.2016.1149838

To link to this article: https://doi.org/10.1080/10298436.2016.1149838

Published online: 24 Feb 2016.

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International Journal of Pavement Engineering, 2018
VOL. 19, NO. 1, 1–8
https://doi.org/10.1080/10298436.2016.1149838

Development of the pavement structural health index based on falling weight

deflectometer testing
Omar Elbagalatia, Mostafa Elseifia, Kevin Gaspardb and Zhongjie Zhangc
a
Civil and Environmental Engineering, Louisiana State University, Baton Rouge, LA, USA; bLouisiana Transportation Research Center, Pavement research,
Baton Rouge, LA, USA; cLouisiana Transportation Research Center, Pavement & Geotechnical Research, Baton Rouge, LA, USA

ABSTRACT ARTICLE HISTORY

Non-structural parameters such as surface distresses and ride quality have commonly been used as Received 9 November 2015
functional indicators in the treatment selection process. However, transportation agencies have considered Accepted 29 January 2016
in recent years implementing structural capacity indicators into their pavement management system
(PMS) and decision-making processes. The objective of this study was to develop a structural condition
KEYWORDS
index for Louisiana, known as the Structural Health Index (SHI), on a scale from 0 to 100 that describes
Falling weight deflectometer;
the structural integrity of the pavement structure based on the backcalculated layer moduli of in-service backcalculation; layer
pavements as predicted from FWD testing. Based on the developed methodology, the SHI is estimated by moduli; pavement structural
first backcalculating the layer moduli using a backcalculation software. Then, a sigmodal function is used capacity
to calculate the SHI. Evaluation and validation of the SHI was successful and demonstrated that the new
index responded realistically to sections in poor and in good structural conditions. Furthermore, it was
shown that the new index provided additional information that complements existing functional indices
in PMS by successfully identifying structurally deficient sections. The implementation of the SHI into the
LADOTD decision matrix is demonstrated.

Introduction with duration of 25–30 ms, which corresponds to a wheel

Pavement performance evaluation is an important step in pave-
ment management system (PMS) as it assists in maintaining
and extending the service life of existing pavements (Rada et al.
2014). Commonly, non-structural factors such as surface dis-
tresses and ride quality have been used as functional indicators in
the treatment selection. Pavement structural capacity defines the
road ability to carry traffic loads without excessive deterioration
(Mack 2013). While the consideration of pavement structural
conditions has been lacking in most PMS at the network level,
many agencies have considered in recent years implementing
structural capacity indicators into their PMS and decision-mak-
ing processes (Chen-Ming and Tsai 2014).
The use of non-destructive testing is an important tool
for pavement structural evaluation and is considered one of
the most reliable methods to determine the structural condi-
tion of in-service pavements (Bing and Shakir 2000; García
and Castro 2011). The falling weight deflectometer (FWD)
is widely recognised as an effective tool for pavement struc-
tural evaluation (Shahin 2005). In the FWD test, a stationary
dynamic load is applied to the pavement surface and deflec-
tions are measured by specially designed sensors with a high
level of accuracy. The applied load produces an impact load
velocity of 50 mph in the upper layers. Surface deflections
are measured and recorded by seven (or more) geophones
at various distances from the loading point (Ullidtz 1987).
FWD measurements also allow to backcalculate the layer
moduli for a given pavement structure (Kutay et al. 2011).
Numerous software programs have been developed to con-
duct the backcalculation process including MODULUS and
ELMOD (Kulami et al. 2014).
The objective of this study was to develop a structural con-
dition index, known as the Structural Health Index (SHI),
on a scale from 0 to 100 that describes the structural integ-
rity of in-service pavements based on the backcalculated
layer moduli as predicted from FWD testing. To achieve this
objective, FWD-collected data were used in a backcalculation
process; the backcalculation software, ELMOD 6, was used
based on the deflection basin method. The backcalculated
moduli were then correlated and categorised statistically to
establish a structural index that ranges from 0 to 100 in which
100 describes excellent structural conditions of the pavement
structure. The developed index may be incorporated into PMS
to describe pavement structural conditions based on FWD
measurements and to guide in the selection of appropriate
treatment strategies.

CONTACT Mostafa Elseifi elseifi@lsu.edu

© 2016 Informa UK Limited, trading as Taylor & Francis Group
2 O. Elbagalati et al.

Table 1. Decision matrix incorporating the MSI.

Initial decision DN1 PM CM RM RC

Age (Years) ≤6 >6 ≤6 >6 ≤6 >6 ≤6 >6 ≤6 >6
MSI ≥1 DN PM PM PM CM CM RM RM RC RM
< 1 & ≥ 0.9 CM RM CM RM RM RM RC RC RC RC
<0.9 RM RM RM RM RC RC RC RC RC RC
1
DN: Do Nothing; PM: Preventive Maintenance; CM: Corrective Maintenance; RM: Rehabilitation; RC: Reconstruction.

Table 2. Coefficients for the SSI equation.

Pavement family α β γ
Flexible interstate 1.0013 40.303 3.853
Flexible NHS 1.0035 66.811 3.106
Flexible Non-NHS 1.0124 100.838 2.586
Rigid interstate 1.0345 14.301 3.056
Rigid NHS 1.0017 338.056 4.995
Rigid Non-NHS 1.0717 23.600 1.999

Table 3. Trigger values for the SSI.

Pavement Family Excellent Very good Good Fair Poor

Flexible interstate 95–100 90–95 85–90 80–85 <80
Flexible NHS 90–100 85–90 80–85 75–80 <75
Flexible Non-NHS 85–100 80–85 75–80 70–75 <70
Rigid interstate 95–100 90–95 85–90 80–85 <80
Rigid NHS 90–100 85–90 80–85 75–80 <75
Rigid Non-NHS 85–100 80–85 75–80 70–75 <70

Background
Structural condition indices
In the last decade, research studies were conducted at the request
of transportation agencies to implement pavement structural
conditions into their PMS decision matrices and/or trees. In the
following sections, the most noteworthy studies are presented.
Virginia
A study conducted by Bryce and co-workers in Virginia aimed
at developing a structural condition-based index that could be
implemented at the network level in the Virginia Department
of Transportation (VDOT) decision tree (Bryce et al. 2013). The
researchers developed a methodology to calculate a structural
index, known as the Modified Structural Index (MSI) based on
FWD measurements conducted on the southbound of Interstate
81 (I-81):
)-0.481
× Hp0.7581
(
0.4728 × D0 − D1.5HP
MSI =
0.05716 × (log(ESAL) - 2.32 × log(Mr)9.07605)2.36777
(1)
than sections with higher MSI values. Thresholds were defined
for the MSI such that it could be readily implemented into the
VDOT decision tree/matrix. The researchers recommended
the MSI to be implemented into the decision matrix based on
the ranges shown in Table 1.
Indiana
A study conducted by Flora and co-workers aimed at develop-
ing a structural condition-based index scaled from 0 to 100,
which could be implemented into the Indiana Department of
Transportation (INDOT) PMS decision matrix. Data used in the
study were collected from more than 10,000 one-mile sections
in Indiana and included weather data, distress surveys, pave-
ment type and FWD measurements (Flora et al. 2010). Pavement
types were classified in this study into six families according to
the type of pavement (Flexible/Rigid) and the functional class
(Interstate, National Highway System [NHS] and Non-NHS).
The following model was developed to calculate the Structural
Strength Index (SSI) for each of the six families knowing the
FWD central deflection:
{ }
−𝛽

where D0 = FWD central deflection (thousandth of an inch SSIjk = 100 1 − 𝛼e 𝜎𝛾 (2)

[mils.]); D1.5Hp = FWD deflection at a distance 1.5 × total pave-
ment thickness from the centre of the FWD loading plate (mils.);
Hp = Pavement thickness (in.); ESAL = Equivalent single axle
load; and Mr = Subgrade resilient modulus (ksi).
The authors found no correlation between the MSI values and
pavement surface distresses. However, the MSI value was found
to have a correlation with the rate of pavement deterioration. A
comparison between sections with different MSI values showed
that sections with low MSI values deteriorated functionally faster
where j, k = indices identifying the pavement family; α, β,
γ = regression coefficients based on the pavement family as
shown in Table 2; and σ = centre surface deflection (mils.).
To implement the SSI as a structural capacity indicator into
INDOT PMS decision matrices, trigger values and ranges were
established. Researchers set the thresholds for excellent, very
good, good, fair and poor conditions for the SSI based on the
ranges shown in Table 3.
 International Journal of Pavement Engineering  3

Table 4. Benchmarks values for pavement layer’s moduli.

Layer Structural condition rating Benchmark for E (ksi)

Asphalt Concrete Poor <181
Fair 326–181
Good >326
Granular Base Poor <14.5
Fair 29–14.5
Good >29
Subgrade Poor <7.25
Fair 7.25–14.5
Good >14.5

Table 5. LADOTD PMS current decision matrix and trigger values.

Treatment type Alligator cracks Random cracks Patching Rutting Roughness

Micro-surfacing on interstate ≥98 ≥98 ≥98 ≥80–<90 ≥85
Thin overlay on interstate ≥90 ≥85 ≥90 <80 ≥85–<90
Medium overlay on interstate ≥65–<90 <90 ≥65–<90 – <85
Structural overlay on interstate <65 – <65 – –
Micro-surfacing on arterial ≥95 ≥95 ≥95 ≥65–<80 ≥80
Thin overlay on arterial ≥90 ≥80–<95 ≥80 <65 ≥70–<80
Medium overlay on arterial ≥50–<90 <80 ≥60–<80 – <70
Structural overlay on arterial <50 – <60 – –
Micro-surfacing on collector ≥95 ≥95 ≥95 ≥65–<80 ≥80
Medium overlay on collector ≥60–<85 <80 ≥65–<85 <65 ≥60–<80

One may notice that a common attribute to the Virginia and
the Indiana approaches is that the structural capacity is described
in terms of the FWD deflections. A more sophisticated approach
would be desirable such that pavement structural conditions
would be described in terms of the backcalculated layer mod-
uli rather than the FWD deflections. Such approach, which was
followed in the present study, would allow considering the struc-
tural contribution of each layer, and its impact on the pavement
overall structural capacity.
Italy
A study conducted by Pigozzi and co-workers aimed at develop-
ing structural condition-based thresholds that could be imple-
mented into the airport PMS at the network level (Pigozzi et al.
2014). The test was conducted at the Olbia Airport in the island of
{
MIN((RNDM, ALCR, PTCH, RUFF, RUT)
PCI = MAX
AVG((RNDM, ALCR, PTCH, RUFF, RUT)−0.85STD(RNDM, ALCR, PTCH, RUFF, RUT)
(Khattak et al. 2009). Pavement performance data are availa-
ble in the LADOTD PMS for the period ranging from 1995 to
2015. The PMS data are based on pavement surface condition
measurements that are collected once every two years using
the Automatic Road Analyzer (ARAN®) system that provides a
continuous assessment of the road network. Conditions of the
pavement are assessed using cracking, rutting, roughness and
patching.
Collected data are reported every 0.1 mi. and are analysed to
calculate the Pavement Condition Index (PCI) on a scale from
0 to 100. The PCI varies from 95 to 100, 85 to 94, 65 to 84, 50 to
64 and 49 or less for very good, good, fair, poor and very poor
roads, respectively. A number of threshold values are also used
to trigger a specific course of maintenance and rehabilitation
actions (Khattak 2007). For flexible pavements, the PCI is cal-
culated as follows:

where RNDM = random cracking index expressed in a scale from

Sardinia, Italy with a Dynatest Heavy Weight Deflectometer 8082
trailer. A total of 105 points were collected covering the entire
flexible pavement runway. The data analysis process focused on
identifying the relationship between selected deflection param-
eters and the backcalculated moduli from ELMOD, and then
using them to set benchmarking values. The main outcome of
the study was the development of benchmarks values for the layer
moduli as shown in Table 4. The authors recommended future
research to validate the proposed benchmark values.
The Louisiana PMS
The Louisiana Department of Transportation and Development
(LADOTD) PMS maintains an extensive database that contains
pavement distresses and performance data for each state highway
0 to 100 with 100 representing the case with no random cracking;
ALCR = alligator cracking index expressed in a scale from 0
to 100 with 100 representing the case with no fatigue cracking.
PTCH = patch index expressed in a scale from 0 to 100 with
100 representing the case with no patch; RUFF = roughness index
expressed in a scale from 0 to 100 with 100 representing the case
with a smooth pavement (IRI (in/mile) = (100 − RUFF) × 5 + 50;
RUT = rutting index expressed in a scale from 0 to 100 with
100 representing the case with no rutting; and STD = standard
deviation.
The treatment decision matrix used by LADOTD PMS mainly
depends on the surface distress indices and the highway func-
tional class (interstate, arterial and collector). Table 5 presents
the thresholds and trigger values, which are currently used by
LADOTD for treatment selection and decision-making.
4 O. Elbagalati et al.

1000

Layer Moduli (ksi)

100

10

1
LA 150
LA 810
LA 135
LA 34
LA 2
LA 822
LA 878
LA 835-2
LA 549
LA 596
LA 581
LA 15
LA 146-2
LA 136
LA 877
LA 139
LA 561
LA 599
LA 835
LA 589
LA 582
LA 151
LA 577
LA 142
LA 133
LA 134-4
Route Number
E1 (HMA) E2 ( Base) E3 (subgrade)

Figure 1. Backcalculated layer moduli for section with non-stabilised base layer.

10000

1000
Layer Moduli (ksi)

100

10

Route Number
E1 (HMA) E2 ( Base) E3 (subgrade)

Figure 2. Backcalculated layer moduli for section with cement-treated base layer.

Field Testing Program ensure the accuracy of the backcalculation process in case of the
presence of a cement-treated base layer. Cement stabilisation is
Fifty-two in-service pavement sections with a total length of
widely used in Louisiana to address poor soil conditions in the state.
approximately 320 mi. located in District 5 of Louisiana were
tested (Elseifi et al. 2012; Elseifi et al. 2015). Non-destructive
FWD deflection testing was conducted to measure the structural Development of the SHI
capacity of in-service pavements and to backcalculate the elastic
Backcalculation analysis
moduli of the pavement layers and the subgrade. Deflection test-
ing was performed in accordance with ASTM D 4694, ‘Standard The first step towards developing a pavement structural index
Test Method for Deflections with a Falling Weight-Type Impulse was to conduct the backcalculation analysis using FWD data col-
Load Device’ and D 4695, ‘Standard Guide for General Deflection lected on the aforementioned test sections. The Dynatest software
Measurements’. The FWD device was configured to have 9 sensor ELMOD 6 was used in this study to perform the backcalculation
arrays with sensors spaced at 0, 8.0, 12.0, 18.0, 24.0, 36.0, 48.0, analysis. The ELMOD 6 program provides three methods to con-
60.0 and 72.0 in. from the load plate. FWD testing was conducted duct the backcalculation of layer moduli (radius of curvature,
at an interval of 0.1 mi. in the right wheel path and was not con- deflection basin fit and finite element-based method). For this
ducted on top of cracked areas resulting in 1107 test locations. study, the deflection basin method was used in the backcalcula-
Three load levels of 9000, 12,000 and 15,000 lbs. were used in tion analysis. The backcalculation analysis was conducted until a
the FWD deflection-testing program. Pavement temperature was root mean square error of 2% or less was achieved. The BELLS2
recorded in conjunction with each test. model was used for correcting the AC moduli for temperature
Ground-penetrating radar (GPR) was used in this study to col- (Fernando et al. 2001; Taha et al. 2013); the reference temperature
lect pavement thickness information. In addition to GPR testing, was set at 25 °C. This method requires the infrared (IR) surface
core samples were extracted to calibrate GPR measurements and temperature at the time of FWD measurements and the average
to detect any materials deterioration underneath the pavement sur- of the previous day’s minimum and maximum air temperatures.
face. At least one core sample was extracted from each homogenous Fifty-two in-service road sections were analysed to backcal-
control section. Core samples were also used to determine the type culate the layer moduli. Road segments were divided into two
of base layer used in the pavement structure; this was beneficial to categories: (1) non-stabilised base sections, representing sections

100
90
80
70
60
50
SHI
40
30
20
10
0
0 10 20 30 40 50 60 70
Loss in SN %
Figure 3. Relation between loss in structural number and pavement structural
index (SI).
with regular granular base layer or with no base; and (2) sections
with cement-treated base layer. The results of the backcalculated
layer moduli for a sample of the road segments are presented in
Figures 1 and 2.
Loss in structural capacity
After conducting the backcalculation analysis, the next step in
the development of the structural index was to determine the
effects of layer moduli on pavement structural capacity. The
change in structural number (SN) was considered an indica-
tor of the change in pavement structural capacity. The loss of
structural capacity was quantified as the difference between the
pavement SN at the time of construction and at the time of FWD
testing. To calculate the pavement SN, the AASHTO 1993 design
equation was used:
SN = a1 × D1 + a2 × m2 × D2
where a1 and a2 = structural layer coefficients for the asphalt
layer and base layer, respectively; D1 and D2 = layer thicknesses
(in.) for the asphalt layer and the base layer, respectively; and
m2 = drainage coefficients for the base layer.
While the a1 value was set to 0.42, the a2 values were set to 0.14
for cement-treated base and 0.07 for non-stabilised base, which
are consistent with LADOTD pavement design procedure for
new construction. The drainage coefficient for the base layer (m2)
was assumed to be equal to 1.0 for all road segments. The same
equation was used to determine the SN of the pavement structure
at the time of FWD testing; however, due to materials deterio-
ration and as a result of both traffic and environmental loading,
the values of a1 and a2 would be less than the aforementioned
typical design values. Hence, the following equations were used
to determine the values of a1 and a2 based on the backcalculated
layer moduli and as recommended in the AASHTO 1993 design
guide (Southgate 1991; Richardson 1994):
( ( ))2
( )
a1 = a + b × log E1 + c × log E1
where a = −9.904, b = 2.958, c = −0.224, and E1 = Asphalt
Concrete backcalculated layer modulus (ksi).
( )
a2 = 0.249 log E2 − 0.977
where E2 = base layer backcalculated modulus in ksi.
International Journal of Pavement Engineering  5
Formulation of the SHI
The SHI was defined based on the estimated loss in SN; it was
scaled logistically from 0 to 100. A sigmodal function was
selected to represent the correlation between the loss in SN (%)
and the SHI. Fitting parameters in the sigmodal model were
selected such that pavement sections with loss in SN greater than
50% would have an SHI value close to 0, and sections with mini-
mal or no loss in SN will have an SHI value near 100.
80 100
SHI = 0.15(SNloss% - 30) (7)
1+e
Based on Equation (7), the correlation between the SHI and the
loss in SN (%) for the 52 road sections is presented in Figure 3.
Evaluation and validation of the SHI
After developing the SHI, a comprehensive evaluation of the
extracted cores was conducted. The road sections were classified
into two categories according to the core conditions. Sections
with core samples with no visible asphalt stripping or material
deterioration were categorised as ‘Good’. Section with asphalt
stripping and/or material deterioration were categorised as ‘Poor’.
For the 52 road sections, 25 cores were found to be under the
‘poor’ category and the remaining 27 were classified under the
‘good’ category. The average SHI for the poor sections was equal
to 9 and the average PCI was equal to 77, see Equation (3). The
average SHI for the good sections was equal to 60 and the aver-
age PCI was equal to 87. Figure 4 shows two examples of cores
extracted for sections with low SHI values: Route LA 136, which
had an SHI of 10 and Route LA 835, which had an SHI value of
6. In addition, examples for cores extracted from sections with
(4) high SHI values are shown in Figure 5 in routes LA 143 and LA
155, which had an SHI value of 100 and 82, respectively.
Figure 6 presents the percentage of ‘Poor’ and ‘Good’ sections
for different ranges of the SHI. As shown in this figure, for section
with SHI values greater than 70, 100% of the sections were in
good conditions. In contrast, for sections with SHI values less
than 20, 100% of the sections were in poor conditions. These
results support the successful representation of pavement struc-
tural conditions through the SHI.
Rates of pavement deterioration
Pavements in poor structural conditions are expected to have
faster rate of deterioration than pavement in good structural
conditions (Zhang et al. 2003). The rates of deterioration for
different performance indices through the period from year 2007
to 2013 were investigated and compared for sections with low
SHI values and sections with high SHI values using LADOTD
PMS database. It was found that section with SHI values from 0
to 20 had an average loss through the aforementioned period in
(5)
the Roughness index (RUFF) and Alligator Crack Index (ALCR)
equal to 8.6 and 7.7, respectively. In contrast, sections with SHI
values from 80 to 100 had an average loss in RUFF and ALCR
equal 2.6 and 2.5, respectively, through the same period. Figure 7
(6) shows the rate of deterioration in RUFF for both high SHI value
sections and low SHI value sections. Figure 8 shows the average
rate of deterioration in ALCR for sections with low SHI values
6 O. Elbagalati et al.

Figure 4. Stripped core samples (a) at route LA 136 (b) at route LA 835.

Figure 5. Core samples in good condition at high SHI value (a) at route LA 505 (b) at route LA 143.

120 SHI implementation into LADOTD PMS decision

matrix
100

80
Based on the successful evaluation and validation of the SHI, a
Percentage

modified decision matrix was developed to establish the thresh-

60 olds and the associated decisions when considering both func-
40 tional and structural conditions of the pavement system. Since
the SHI is based on the backcalculated layer moduli, different
20 thresholds were set for each pavement functional class. These
0 thresholds values were selected based on the collected data
> 70 50-70 30-50 20-30 <20 from core samples and data related to the history of deterio-
SHI Range ration collected from LADOTD PMS database. The modified
Good Poor decision-making matrix for arterials is shown in Table 6. A major
Figure 6. Relation between SHI and pavement structural condition. difference noted in the modified decision matrix is that for a SHI
less than 30, the treatment strategy changes significantly to rec-
ommend major rehabilitation activities including thick overlay
from 0 to 20 and sections with high SHI values from 80 to 100. and reconstruction of the pavement structure.
It is noted that sections, which have had any maintenance or
rehabilitation activity within the period from 2007 to 2013, were
Summary and conclusions
eliminated from the comparison.
The objective of this study was to develop a structural condition
index, known as the SHI, on a scale from 0 to 100, to describe the
Comparison between SHI and the PCI
structural integrity of in-service pavements based on the backcal-
To ensure that the use of SHI effectively contributes to the culated layer moduli as predicted from FWD testing. Based on
current decision matrix used in Louisiana and add values to the developed methodology, the SHI is estimated by first back-
the functional indices currently used by the state, a statistical calculating the layer moduli using a backcalculation software
t-test analysis was conducted between SHI and PCI. Results of such as ELMOD. Then, a sigmodal model is used to calculate
the t-test showed that there is a significant difference between the SHI. Evaluation and validation of the SHI was successful
the PCI and the SHI with a P-value less than 0.001. Further, and demonstrated that the new index responded realistically to
the Pearson correlation index between PCI and SHI was equal sections in poor and in good structural conditions. Further, it
to 0.41, which indicates a poor correlation between the two was shown that the new index provides additional information
indices. that complements the existing functional indices in PMS by
 International Journal of Pavement Engineering  7

100
90
80
70
60

RUFF
50
40
30
20
10
0 2007
2009
2011
2013

2007
2009
2011
2013

2007
2009
2011
2013

2007
2009
2011
2013

2007
2009
2011
2013

2007
2009
2011
2013

2007
2009
2011
2013
LA 151 LA 139 LA 582 LA 877 LA 835-2 LA 134-4 LA 599
Year
Route Number
(a)
100
90
80
70
60
RUFF

50
40
30
20
10
0
2007
2009
2011
2013

2007
2009
2011
2013

2007
2009
2011
2013

2007
2009
2011
2013

2007
2009
2011
2013

2007
2009
2011
2013

2007
2009
2011
2013
LA 146 US 425 LA 155 LA 143 LA 183 LA 505 LA 134
Year
Route Number
(b)

Figure 7. RUFF values from year 2007 to year 2013 for (a) sections with SHI values from 0 to 20 (b) sections with SHI values from 80 to 100.

100

98

96
ALCR

94

92

90

88
2006 2007 2008 2009 2010 2011 2012 2013 2014
Year
High SHI (80 to 100) Low SHI (0 to 20)

Figure 8. Average Alligator cracking index values from year 2007 to 2013 for sections with SHI values from 0 to 20 and sections with SHI values from 80 to 100.

Table 6. Modified decision matrix incorporating the SHI – arterials.

New decision
Initial decision SHI >70 SHI 50–70 SHI 30–50 SHI <30
Micro-surfacing Micro-surfacing Thin overlay Med overlay Thick overlay
Thin overlay Thin overlay Med overlay Thick overlay Reconstruct
Med overlay Med overlay Thick overlay Reconstruct Reconstruct
Thick overlay Thick overlay Thick overlay Reconstruct Reconstruct
8 O. Elbagalati et al.
successfully identifying structurally deficient sections. The SHI
is also a useful tool to predict the rate of deterioration as sections
with low SHI values showed a significant higher rate of deterio-
ration than sections with high SHI values. The implementation
of the SHI into the LADOTD decision matrix was demonstrated.
Disclosure statement
No potential conflict of interest was reported by the authors.
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