2014 roads report

ROAD CONDITION REPORTWASHINGTON, MASSACHUSETTS

November 2014

Prepared by:The Berkshire Regional Planning Commission

2014 Town of Washington

Road Condition ReportTABLE OF CONTENTS

Introduction.........................................................................................................................Background.........................................................................................................................Pavement Conditions..........................................................................................................Gravel Road Defects and Repairs.......................................................................................Asphalt Pavement Defects and Repairs..............................................................................Asphalt PASER Ratings......................................................................................................Converting Asphalt PASER Ratings to Road Improvements.............................................Gravel PASER Ratings.........................................................................................................The Town’s Road Network..................................................................................................Budget and Recommendations..............................................................................................

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2014 Town of WashingtonINTRODUCTION

This report analyses pavement conditions for the Town’s locally maintained roads. This report:

Â Describes the roads Town is responsible for and why the Town is responsible for them; Â Explains PASER data methodology and collection; Â Describes pavement repair practices the Town uses; Â Presents the pavement surface condition data collected in 2014; and Â Considers what is needed to address the most significant needs in the community.

BACKGROUND

The Town contracted the Berkshire Regional Planning Commission to evaluate their road network and work with Town officials to devise a program for future road repairs.

There are several steps to network-wide maintenance planning. First, we need to understand the current condition of the roads BRPC went into the field and rated the each road segment’s physical condition. Next, BRPC used a computer program called RoadSoft to predict the future performance of the roads. This kind of software, or Pavement Management System (PMS), helps plan road maintenance. The PMS database contains past condition and traffic information including construction and repairs. BRPC and the Town are predicting how the roads deteriorate. After that, we want to get value, long term, for money spent on repairs.

PAVEMENT CONDITIONS

BRPC collected data according to the Pavement Surface Evaluation and Rating (PASER) scale developed by The University of Wisconsin-Madison Transportation Information Center. PASER is a windshield road surface rating system that uses a 1 to 10 scale. Calling the data collection process a ‘windshield’ survey means that the people rating the roads drive them slowly without getting out of the car unless there is something specific to examine closely. In the PASER system a ‘10’ is a new or newly reconstructed roadway. A ‘1’ is a completely failed roadway. Ratings are assigned according to the type and amount of visual defects. PASER connects problems with causes to best understand the most cost effective solution for a particular section of road.

Nature and traffic are the main pavement deterioration causes and the ways to fix them are different. If two pavements are constructed at the same time nature and traffic age them differently. Specifically, weather, traffic loading, original construction quality, materials, and interim maintenance tasks directly affect pavement deterioration rates. Timely and appropriate maintenance extends a road’s life cycle. Periodic inspections provide current data and help our PMS predict deterioration trends for the Berkshires’ unique climate and road construction methods.

Page 1

Road Condition ReportGRAVEL ROAD DEFECTS AND REPAIRS

Gravel roads fall apart in a much less predictable manner than paved roads because rain washes away the surface of the roads. Problems with gravel roads include washboarding, potholes, lack of gravel, and rutting. The parts of a gravel road that are considered when rating conditions include the crown, drainage/ditches, gravel layer, deformations, and defects. An effective crown and ditches are the most important features of a gravel road and are also the most effective repairs. Grading and adding new gravel are also repair methods for gravel roads.

ASPHALT PAVEMENT DEFECTS AND REPAIRS

Evaluation with the PASER rating system focuses on pavement surfaces. PASER identifies different types of pavement distress and links them to a cause. The process makes the evaluation practical and effective for picking a ‘fix’ that improves pavement surface conditions. There are four major categories of common asphalt pavement surface distress:

Surface Defects

Â Raveling is when the pavement surface loses rocks and asphalt. The asphalt binder stripping from the rock, asphalt hardening, poor compaction, or an improper asphalt mix can all lead to reveling. Slight to moderate raveling loses small rocks while severe raveling loses coarser and larger rocks. Traffic accelerates raveling in wheel paths. Activities that protect pavement surfaces from the environment with a sealcoat. If additional surface strength is needed, then a thin overlay is a good repair.

Â Flushing is excess asphalt on the surface caused by a poor initial asphalt mix design or when a flushed surface is paved over. Repair flushing by blotting the extra asphalt with sand or by overlaying with a properly designed asphalt mix.

Â Polishing is a smooth and slippery surface caused by traffic wearing away the rocks’ sharp edges. Repair polishing with a sealcoat or a skid-resistant bituminous overlay.

Surface Deformation

Â Rutting happens when wheels push asphalt to one side or another. Traffic compaction or displacement of unstable material causes rutting repaired by overlays. Base or sub-grade consolidation may cause severe rutting (over 2”) that should be repaired with reconstruction.

Â Distortion occurs when surfacing material displaces opposite the direction of traffic. Washboarding is a kind of distortion when the asphalt mixture is unstable because of poor quality aggregate or improper mix design and is repaired with mill and overlay. Other pavement distortions may be caused by settling, frost heave, etc. Patching may provide temporary repair, but permanent correction necessitates removal of the subgrade and reconstruction.

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2014 Town of WashingtonCracks

Â Transverse cracks are regularly spaced at right angles to the edges of the pavement. The asphalt expanding and contracting along with asphalt hardening due to age causes this type of crack cracks. Transverse cracks start out widely spaced apart (over 50’) but as they age become more closely spaced (within several feet). The begin as hairline or very narrow cracks then widen. Other cracks usually develop parallel to the initial crack from water intrusion and pumping, especially if large cracks are not sealed.

Â Reflection cracks are underlying crack patterns moving up from underneath. They are difficult to prevent and require thick overlays or reconstruction to fix.

Â Slippage cracks rounded and follow the direction of traffic. Like the term implies, they are caused by movement between pavement layers. Slippage is most likely to occur at intersections where traffic stops and starts. Fix slippage by removing the top surface and resurface using a tack coat.

Â Longitudinal cracks run in the same direction as traffic. Inadequate bonding during construction causes these center line and lane cracks. Longitudinal cracks in the wheel path indicate fatigue failure from heavy traffic. Insufficient shoulder support, poor drainage, or frost action cause edge cracks. Cracks usually start small and widen with age. Without crack filling, cracks can ravel, multiply, and become wide enough to need patching instead of filling. Filling and sealing cracks reduces moisture penetration and protects the road base. Multiple longitudinal cracks in the wheel path or pavement edge indicate a need for strengthening with a structural overlay or reconstruction.

Â Block cracks are interconnected cracks forming large squares, usually intersecting at nearly right angles. Blocks may range from one (1’) foot to ten (10’) feet or more. The closer spacing indicates advanced aging from shrinking and hardening asphalt. Repair early block cracks with sealcoating to reduce weathering of the asphalt and advanced block cracking with overlay or reconstruction.

Â Alligator cracks are interconnected cracks forming small pieces. They range in size from one to six (1”-6”) inches. Alligator cracking occur from failure of the surfacing due to traffic loading (fatigue) or inadequate base or subgrade support. Repair alligator by excavating localized areas and replacing the base and surface. Large areas require reconstruction. Improvements in drainage are usually necessary.

Patches and Potholes

Â Patches are where the original surface is repaired with new material, usually filling in defects or a repairing a utility excavation. Patches with cracking, settlement or distortions indicate underlying causes remain. Recycling or reconstruction are required if extensive patching shows distress.

Â Potholes are caused by traffic, weakened pavement, and poor drainage. Potholes usually need full-depth repair. Patching is not a permanent repair for potholes.

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Road Condition ReportASPHALT PASER RATINGS

BRPC scores roads according to defects and how significant a repair is needed to fix the problem. The rating scale ranges from 10 (excellent) condition to 1 (failed). Most pavements deteriorate through the phases listed in the rating scale. The time, or life cycle, it takes to go from excellent condition (10) to complete failure (1) depends largely on original construction quality and traffic.

Data Collection Procedure Notes: Â Pavement must be dry during the evaluation. Wet pavement masks surface

defects like raveling and small cracks. Â Pavement should not be rated during or following the winter frost. The

frost heaves pavement upward and can exacerbate deflection and drainage problems.

Â The data collection process is patient and thorough. Vehicle speeds should be 10 to 20 mph.

Â BRPC follows the PASER asphalt and gravel road manuals Many local roads are unpaved and there are many ‘chip seal’ roads that are similar to asphalt pavement.

Â The MassDOT Road Inventory File (RIF) has many thousand segments. BRPC combined these segments into intersection-to intersection links for collection, and re-segmented in the field if there is a change in the road.

Â The mileage reported is presented as road miles for two reasons. First, this data collection is simply cataloging pavement surface condition; there is no verification of geometrics characteristics like lane number, width or shoulder widths. Second, detailed data is attached to the MassDOT Road Inventory File and is easily integrated with PASER data collection in BRPC’s Geographic Information System.

It is common to see pavement fall apart rapidly once it ages to a certain point. Moisture in cracks accelerates damage, and once it gets below the surface, it escalates very fast. Effective pavement management stretches a road’s life out ahead of that rapid deterioration point with low-cost maintenance. Descriptions of PASER ratings according to visible distresses and typical repairs are summarized on the next page:

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2014 Town of WashingtonTable 1 - Asphalt PASER Ratings

Rating Visible Distress General Conditions & Treatments

10 None New construction9 None Recent overlay

8No longitudinal cracks except pavement joints. Widely spaced (40’+) transverse cracks. All cracks are sealed and tight.

Recent sealcoat or new cold mix. Surface rejuvenation prevents moisture infiltration.

7Slight or no raveling, some traffic wear, longitudinal and widely spaced transverse cracks that are not sealed. Few patches.

First signs of aging with routinely filled cracks.

6

Slight raveling and traffic wear, longitudinal cracks less than 10’, beginning signs of block cracking, slight to moderate polishing or flushing, and occasional patching.

Shows aging and wear but is in sound structural condition. Chipseal, microsurface, sealcoat, or thin HMA to extend life.

5

Moderate to severe raveling Longitudinal and transverse cracks (open 1/2”) show first signs of slight raveling and secondary cracks. First signs of longitudinal cracks near pavement edge. Block cracking up to 50% of surface. Extensive to severe flushing or polishing. Some patching or edge wedging in good condition.

Surface aging. Sound structural condition. Needs milling and non-structural HMA overlay (less than 2”) or hot in-place recycling

4

Severe surface raveling, multiple longitudinal and transverse cracking with raveling, longitudinal cracking in wheel path, block cracking over 50% of surface. Patching in fair condition. Rutting or distortions are 1/2” or less.

Significant aging and first signs of need for strengthening. Would benefit from a structural overlay (2” or more) or cold in-place recycling to remove subbase defects.

3

Closely spaced longitudinal and transverse cracks showing raveling and crack erosion. Severe block cracking. Some alligator cracking). Patches in poor condition. Moderate rutting or distortion and/or frequent potholes.

Milling and some full-depth repairs needed before new surface.

2 Severe distress with extensive loss of surface integrity.

Severe deterioration. Needs reconstruction with extensive base repairs. Pulverization of old pavement is effective.

1 Severe distress with extensive loss of surface integrity. Failed. Total reconstruction.

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Road Condition ReportCONVERTING ASPHALT PASER RATINGS TO ROAD IMPROVEMENTS

8 through 10 PASER rated roads require routine maintenance through scheduled activities like sweeping, drainage clearing, shoulder clearing/grading, and crackseal/slurry coat to prevent water infiltration.

5 through 7 PASER rated roads require capital preventative maintenance. Capital preventative maintenance (CPM) is a set of scheduled, cost effective treatments for roads that preserve surfaces and retard deterioration. CPM treatments protect and enhance the existing pavement structure and can vary from minor treatments like surface milling with overlay to major treatments like in-place recycling. Routine maintenance treatments are not cost effective once a roadway deteriorates to a 7 or lower rating.

Table 2 - Capital Preventative Maintenance and Reconstructive Treatments

Treatment

Life Extension (Average

Years)

PASER Rating

Cost (Per Mile)

Average Cost per

Additional Year

Hot Mix Asphalt Crack Treatment 2 6 to 8 $10,000 $5,000 Overband Crack Filling 4 6 to 7 $15,000 $3,750 Fog Seal Coat 4 5 to 7 $5,000 $1,250 One Course Non-Structural Overlay 7 5 to 6 $60,000 $8,571

Milling and One Course Non-Structural Overlay 8 4 to 5 $75,000 $9,375

Single Course Chip Seal 6 5 to 7 $15,000 $2,500 Double Course Chip Seal 7.5 5 to 7 $25,000 $3,333 Flush Seal 6.5 5 to 7 $13,000 $2,000 Single Course MicroSurface 5 4 to 6 $65,000 $13,000 Multiple Course MicroSurface 7 4 to 6 $85,000 $12,143 Ultra Thin HMA Overlay 8.5 4 to 6 $30,000 $3,529 Paver Placed Surface Seal 8.5 4 to 6 $50,000 $5,882 Milling and Structural Resurfacing with Drainage Imp. 15 4 to 6 $115,000 $7.667

Cold In-Place Recycling 20 3 to 5 $200,000 $10,000 Partial Full-Depth Reconstruction w/ Overlay 30 2 to 3 $1,000,000 $33,333

Full-Depth Reconstruction 30 1 to 2 $1,500,000 $50,000

Page 6

2014 Town of Washington Â Standard crack treatment is used on working cracks that expand or contract as the asphalt loses flexibility.

The cracks are routed or sawn out then blown out using a compressed air system equipped with a moisture separator. Rubberized sealant is placed flush to the pavement surface.

Â Overband Crack Filling is used with cracks up to an inch that are working or non-working (moving less than 1/2” vertically or horizontally). Cracks in asphalt are blown out using a compressed air system equipped with a moisture separator. The cracks are then filled with a mixture of polymer modified asphalt cement and polyester fibers OVER the crack area approximately 4” wide.

Â Fog seals add asphalt to an existing pavement surface through a light spray application of dilute asphalt emulsion that seals an existing asphalt surface to reduce raveling and enrich dry and weathered surfaces. The emulsification rejuvenates the original binder and prevents aggregate loss. Electrically charging the emulsification can force water out of voids during application. Fog seals improve sealing or waterproofing, prevent further stone loss by holding aggregate in place, or simply improve the surface appearance. Inappropriate fog seals result in slick pavements and tracking of excess material.

Â Flush seals are fog seals on top of a chip seal to hold the rocks+ in place. This can help prevent vehicle damage arising from flying chips and can seal small cracks.

Â Non-structural overlays do not involve structural design and contribute little, if anything, to a pavement’s structural capacity. Non-structural overlays are thin surface layers of ½” to 1 ½” that improve ride quality, correct minor surface defects, improve skid resistance and drainage, enhance appearance, and reduce road-tire noise.

Â Chip Seals use the same ingredients as asphalt, but the construction method is different. With chip seals, a thin film of heated asphalt liquid is sprayed on the road surface, followed by the placement of small aggregates (“chips”). The chips are then compacted to orient the chips for maximum adherence to the asphalt. Excess stone is swept from the surface.

Â Microsurfacing is a polymer-modified, thin (as little as 3/8”), and cold-mix application that uses chemical reactions to set instead of evaporation. Traffic can resume within hours and the application period is not as dependent on the weather. Microsurfacing is appropriate to use under the same conditions as slurry seals, except that there is minor rutting.

Â Ultra-Thin Hot Mix Asphalt (HMA) Overlays are applied is similar conditions as microsurfacing, but require more time and are moderately more expensive. Ultra-thin HMA overlays are different than thicker overlays because they preserve the existing gutter pan and structure height. The asphalt is applied using conventional HMA methods.

Â Hot In-Place Asphalt Recycling (HIR) is an on-site, in-place method that corrects surface distresses not caused by structural inadequacy, such as cracks, ruts and holes, and shoves and bumps. HIR has four steps: (1) softening of the pavement surface with heat, (2) mechanical removal of ¾” to 2” surface material, (3) mixing of the material with recycling agent and/or virgin aggregate and asphalt binder, and (4) laydown and paving of the recycled mix on the pavement surface. The advantages of hot in-place recycling are that elevations and overhead clearances are preserved, it is comparatively cheap, and needs less traffic control than the other rehabilitation methods. HIR recoats stripped aggregates, re-establishes the crown and drainage, modifies aggregate gradation and asphalt content, and improves skid resistance.

Â Cold-in-Place Recycling (CIR) is a pavement rehabilitation process performed without the use of heat. 2” to 5” of the current road surface are pulverized down to a specific aggregate size, mixed with a rejuvenating asphalt emulsion, and then reused to pave that same road. An HMA finish course is applied to cap the recycled material

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Road Condition Report Â Roads rated 1 through 4 on the PASER scale need structural improvement. Structural improvements

involve repairing the base of the road with reclamation or complete reconstruction. Capital Preventative Maintenance treatments are not cost-effective once a roadway deteriorates to a 4 or lower rating. The two construction techniques are full-depth reclamation and partial/complete reconstruction.

Â Full-Depth Reclamation uniformly crushes, pulverizes and blends pavement and a portion of the sub-base material. This revitalized gradation can be mixed with an asphalt emulsion or calcium chloride to increase the stability of the rejuvenated material. This process completely rehabilitates and reinforces the recycling base and sub-base structural deficiencies. Full-depth reclamation is different from CIR due to the fact that it always penetrates as deep as the underlying base or sub-base. This structural upgrade is used when the pavement has been deemed structurally unsound.

Â Reconstruction replaces the entire pavement including the base and sub-base. Some materials may be reused, but are removed completely first. The pavement is completely redesigned to handle 20 years of projected traffic and built from ‘scratch’. Complete reconstruction is needed in areas with extensive drainage damage and significant underground utility work, but is not necessary across an entire project unless the road fails.

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Page 9

GRAVEL PASER RATINGS

Gravel roads use a five (5) point scale instead of a seven point scale. For better translation, BRPC inputs them as 2,4,6,8, and 10 so they match with the asphalt rating scale.

Rating Visible Distress General Conditions & Treatments

10 None New construction, little or no maintenance needed.

8 Some loose aggregate and maybe some slight washboarding

Recently regraded. Crown intact with good drainage and gravel surface.

6Good crown. Adequate ditches or some ditches in need of clearing. Some potholes, ruts, or minor washboarding.

Regrading and reshaping the crown is needed. Ditches and culverts should be cleared. Needs some additional gravel.

4

Little to no crown on roadway. Ditches are generally not evident or filled. This road is not very drivable due to moderate washboarding, potholes, and/or rutting.

Travel is reduced to slow speeds. Needs substantial new gravel. Major culvert repair or ditching needed. A new layer of gravel will not resolve the problems with this roadway. Unlikely two cars could easily pass.

2This road is nearly impassable. There is hardly any ditching. There are severe potholes, ruts, and washboarding. There is little gravel evident.

Needs complete rebuilding.

Towns typically repair gravel roads with their own employees and equipment. Gravel road repairs are not as intrusive and time-extensive as paved road repairs. Repairs to gravel roads include regrading the crown, widening the road, opening up ditches, replacing or resetting culverts, and applying dust-control solutions. Materials like gravel, rip-rap, and culverts are the most significant gravel road repair costs.

Road Condition ReportTHE TOWN’S ROAD NETWORK

With nearly 63 total miles, Washington has a moderately sized road network, however, about 2.6 miles of roads are maintained by DCR. About 14 miles of roads and long driveways are privately maintained. MassDOT maintains approximately 4.5 miles of Route 8. The remaining 41.65 miles are maintained by the Town’s Highway Department.

Now, of the roads the RIF indicates the Town maintains, about 19.75 miles of the roads are paved with asphalt or chip-seals and 22.25 miles are gravel. The field survey yielded some discrepancies on the road surface types when compared to MassDOT’s Road Inventory File (RIF). Surface types should be updated in the RIF.

We note that there are several resources to help identify maintenance responsibilities, including who owns the right-of-way, who acknowledges a legal responsibility, the road’s status on an atlas map, the road’s status on the Berkshire County Engineer’s map, the status in MassDOT’s RIF, and the road’s status on the Town’s Assessor’s map. BRPC has prepared reports for other communities that offer a full review of these criteria and explain the process that a Town may follow to remove unused rights-of-way from its legal jurisdiction. The Town should also verify that all the roads it maintains are accurately listed in the Chapter 90 local assistance program through MassDOT. This road condition report recommends that the Town confirm maintenance status of its roads and update appropriate data resources accordingly. Each mile of roads provides a community with nearly $4,000 of Chapter 90 funding per year (2014 allocations).

The second is that the data in the RIF, notably the pavement surface type, is incorrect when compared to field observations. BRPC can work with the Town and the MassDOT Office of Transportation Planning to ensure the most up-to-date and accurate information possible is used in the RIF. Accurate information is important for meaningful analysis at the state, region, and local community levels.

The most practical way to summarize PASER ratings according to functional classification is by the level of needed maintenance. A road in good shape needs routine maintenance. A road in fair shape needs capital preventative maintenance. A road in poor shape requires some level of structural improvement or reconstruction.

Of Washington’s 19.25 miles of asphalt (and chip sealed) roads, 7.25 miles will only need routine maintenance like crack or fog sealing over the next 5 years. About 10.3 miles of the roads will need capital preventative maintenance that ranges from leveling/milling with overlay to chip sealing. About 1.65 miles of Washington’s roads will need significant repairs that extend into the base and sub-base of the road. These are Upper Valley Road and eastern Frost Road.

Of Washington’s 22.25 miles of gravel roads, about 11.5 miles are in excellent and good shape with little more than seasonal grading needed and 8.25 miles may need more intensive crown-shaping, minor widening, and ditch cleaning. About 2.5 miles of roads are open seasonally.

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BUDGET AND RECOMMENDATIONS

The Town’s Chapter 90 budget for road maintenance is about $170,000 per year (when the program is funded at a $200 million dollar statewide level). Assuming level funding over the next 5 years the Town will have approximately $850,000 of local and Chapter 90 money (without adjusting for inflation). At this point, the Town is pursuing grant funds to repair Washington Mountain Road completely, so the reconstruction is not included in this discussion. Additionally, the Town does have some reserve Chapter 90 funding, so the work program below totals $1,080,000.

Two other significant area of emphasis are going to be reconciling road surface types and lengths between the Town’s Chapter 90 list and MassDOT road inventory file, as well as, working with the Commonwealth to improve bridge conditions.

Table 3 - Potential Work Program

PRIORITY ROAD PROJECT APPROXIMATE BUDGET

Purchase Vibratory Roller for stabilizing gravel roads. $70,000Mill and resurface 1 mile of Upper Valley Road with drainage improvements. $150,000

Rehabilitate 1.25 miles of Blotz Road. $250,000Rehabilitate 0.8 Miles of Middlefield Road $160,000Rehabilitate 0.25 miles of Frost Road from Route 8 to Lovers Lane $50,000

Bridge superstructure and deck repairs TBD $200,000Reserve for engineering costs associated with grant applications and bridge repairs $100,000

Capital equipment excluding snow removal. $50,000Capital material purchases like in-road structures and culverts. $50,000


Page 15

EDGE DRAINS

The picture below is a good example of the appropriate application for roadway edge drains. Edge drains are systems that allow water to filter down through shoulder gravel into trenches and pipes that carry the water away—have long been a preferred method for managing subsurface drainage. Edge drains effectively manage runoff, the water shed by the roadway surface. These systems keep moisture from softening subgrades and reducing the structural strength of pavement. Effective drainage systems also keep water from gathering in lanes and challenging driver safety.

Town Over Under Functional Class

Year Built

Year Rebuilt

AASHTO Rating Defi

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Eligib.

Washington LOWER VALLEY DEPOT BROOK Rural Local 1930 1970 81 SD YWashington LOWER VALLEY DEPOT BROOK Rural Local 2007 63.5Washington LOVERS LN DEPOT BROOK Rural Local 1939 1993 97

BRIDGES

Also, the Town maintains the bridges in the following table. The Town should monitor MassDOT bridge inspections to identify preventative maintenance that prolongs the life of the structures. The Town should work with the Commonwealth to establish need and funding for improvements to bridges before they reach a poor condition.

Table 4 - Bridges


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PREVIOUS ANALYSIS

The Town previously contracted with BRPC to assess road conditions about 15 years ago. The photograph below shows the map that resulted from the past analysis. A visual comparison of the new data against the older data does provide us some clues as to how the Town’s roads aged. The gravel roads in the western part of the Town are now maintained in a better condition than they were at the time of the previous study. Valley Road and Johnson Road were more recently resurfaced at the time of the previous survey. Also, Schulze Road to Lovers Lane are in better condition due to recent improvements. Blotz Road has deteriorated appropriately given the approximately 15 years since the past survey. It is appropriate to move Blotz Road forward now to rehabilitate/recycle the road prior to drainage failing and repair costs escalating.

2014 roads report

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