This report presents a case study on the SR-70 section with microsurface for understanding its performance; a development of a methodology for evaluating the asphalt pavement subsurface condition for applying pavement preservation treatments; and a development of a tool for identifying and quantifying the subsurface distresses. From the case study, it was found that the main distresses on SR-70 were longitudinal cracks, fatigue cracks, and potholes. The longitudinal cracking was the most widely distributed distress with 22% of lane length in the 2-mile test section among the three distress types. Based on the water stripping test results and the core visual observations, it was confirmed that the test section on SR-70 had the water stripping problem. In order to have a representative condition indicator for the test section, the conditions were converted into the scores scaled from 0 to 100. Layers with closer to a score of 100 have the better subsurface condition. Therefore, the 28% of the test section length with the surface distress was detected as the fair subsurface condition with a score of 56. The rest 72% of the length was estimated as the good subsurface condition with a score of 78. Similarly, 20.5% of the test section length with the problem locations determined by GPR had the fair subsurface condition with a score of 56 and the rest 79.5 % of the length had the good subsurface condition with a score of 76. The lab test results showed poor correlations among the water stripping severities, air voids, and tensile strengths. Thus, the air voids or tensile strength cannot properly estimate the water stripping severity or vice versa. When the laboratory test results with the surface distresses or in the GPR-based problem locations were compared to that without the surface distresses or in the GPR-based non-problem locations, in general, average air voids and water stripping severities decrease and average tensile strengths increase.
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