pavement preservation john curley and dane mellon
TRANSCRIPT
Pavement Preservation
New York State County Highway
Superintendents Association
Summer, 2012
Pavement Preservation
John Curley, The Gorman Group Sales Representative – 24 years Dane Mellon, The Gorman Group Sales Representative – 3 years
Presentation Outline
FHWA Endorses Pavement Preservation Highways as Assets Pavement Preservation vs Worst First
Keeping Good Roads Good Right Treatment, Right Road, Right
Time NYSDOT Pavement Preservation Paving Cycle Remaining Service Life Summary and Questions
Why the FHWA Endorses
Pavement Preservation
Planned not Reactive
Cost Effective
Preserves Roadway
Retards Deterioration
Improves Functional Condition
Extends Pavement Life of Structurally Sound
Roads
“Times are changing. It’s no longer
constructing roads, it’s about
preserving and maintaining the roads.
It’s about doing pavement treatments at
the right time so we effectively extend
the service life and improve the quality
of service for the traveling public.”
Jim Sorenson Sr. Construction and Preservation
Engineer
Typical County – Physical Assets
Government Buildings
Parks
Equipment Fleet
County Garages
Culverts and Bridges
Highways
Value of Assets
Cost to construct
Cost to replace
Loss of Use
Inconvenience to Public
Preservation of Assets
Assets deteriorate over time
Deterioration rate can be reduced
with preventive maintenance
techniques
Pay me now or pay me later
Asset Management
Pavement Management Plan
Let deteriorate and replace
Worst first
Preservation approach
Preventive Maintenance
Typical County’s Highways as Assets
Say Typical County - 400 lane miles of pavement
Deteriorate over time
Oxidize, crack, pothole
Cost to rehabilitate
$400 million (@ $1M/lane mile)
Cost to construct
$600 million (@ $1.5M/lane mile)
Pavement Preservation
Pavement Preservation
Strategy
Keep Good Roads Good
The Right Pavement
with the Right Treatment
at the Right Time
NYSDOT
Pavement Surface Score
9 –10: Excellent
7 – 8: Good
6: Fair
<5: Poor
20105 15 25 30
6
7
8
9
10
5
Years0
What are we trying to do with
Pavement Preservation?
Keep Good Roads Good
Seal cracks to keep water out
Rejuvenate a weathered surface
Prolong life of the pavement
Side Benefits of Pavement Preservation
Restores friction
Some improvement to ride quality
Some repair to rutting
Pavement Preservation Timing
5
6
7
8
9
10
Time
Pavement Performance Curve
and Windows of OpportunityDo Nothing
Non-Paving PM
PM Paving
Multi-Course
Major
Rehab/Recon
20105 15 25 30
6
7
8
9
10
5
Years0
20105 15 25 30
6
7
8
9
10
5
Years0
20105 15 25 30
6
7
8
9
10
5
Years0
20105 15 25 30
6
7
8
9
10
5
Years0
20105 15 25 30
6
7
8
9
10
5
Years0
20105 15 25 30
6
7
8
9
10
5
Years0
20105 15 25 30
6
7
8
9
10
5
Years0
20105 15 25 30
6
7
8
9
10
5
Years0
20105 15 25 30
6
7
8
9
10
5
Years0
$25k $25k $100k
20105 15 25 30
6
7
8
9
10
5
Years0
$1M
20105 15 25 30
6
7
8
9
10
5
Years0
$150k $1M
NYSDOT Pavement Preservation
Program Development
1970’s State Forces Paving
1980’s Agreements with Industry
Late 1980’s Armor Coat to 1 ½ inch Overlays
Early 1990’s Dedicated Fund - Preventive
Maintenance Set Asides
Late 1990’s - Alternative Treatments
2000’s - Transportation Bonds - Funding
Difficulties
2012 - Accelerated Pavement Preservation Program
Paving Cycle
Goal
Paving Cycle = Average Treatment Life
Compute number of years to treat all roads
Divide total miles by miles treated
Example:
6000 total miles
600 miles surface treated (omit crack
sealing)
6000 miles / 600 miles = 10 years
Traditional “Worst First” Method
State Agency
Network has 4,356 lane-miles Annual Budget $37 million
Programmed Activity Lane- Miles Total Cost
Reconstruction 40 $20,205,330
Rehabilitation 82 $15,641,952
Pavement Preservation
84 $1,475,850
Total 206* $37,323,132
*WILL TAKE 21 YEARS TO TREAT ALL ROADS
Pavement Preservation Strategy
State Agency
Programmed Strategy Lane-Miles Total Cost
Reconstruction 31 (9 miles less) $15,200,340
Rehabilitation 77 (5 miles less) $14,545,002
Pavement Preservation Concrete Resealing Thin HMA Overlay Micro surfacing Chip Seal Crack Seal
84 (no change)
31 (new) 16 (new) 44 (new) 79 (new)
506 (new)
$1,475,850
$979,600 $870,560
$1,309,000 $1,104,420 $1,296,372
Total 868* $36,781,144
*WILL TREAT ALL ROADS IN 5 YEARS
Benefits of Pavement Preservation
Lower annualized cost
Better overall network condition
Reduced vehicle damage and
construction delay
Traveling public better served
Remaining Service Life
Assume
Every mile of agency’s highway network is
rated by number of years remaining until
the end of its life – terminal condition
Not necessarily a failed road
But, a pavement condition set by management
Based on NCPP/FHWA Pamphlet http://www.pavementpreservation.org/library/getfile.php?journal_id=798
Remaining Service Life
Current Condition
0
1
2
3
4
5
6
7
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25
Pavement Remaining Service Life
(years)
Perc
en
t o
f N
etw
ork
Pavem
en
t
Remaining Service Life
One Year Later
Condition One Year Later
0
2
4
6
8
10
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25
Pavement Remaining Service Life
(years)
Perc
en
t o
f N
etw
ork
Pavem
en
t
Remaining Service Life
State Highway Department
1000 miles = 2,000 lane miles
Each year the network will lose
2,000 lane mile years of
Remaining Service Life
Worst First Program
Project Lane Miles Design
Life/Extension
Lane Mile
Years
Reconstruction 20 20 400
Rehabilitation 40 15 600
Crack Sealing 60 2 120
Thin Overlay 0 8 0
Surface Treat. 0 4 0
Total 1120
Worst First Program Check
Network Needs
2,000 lane mile years
Program Produces
1120 lane mile years
Deficit = 880 lane mile years
Pavement Preservation Program
Project Lane Miles Design
Life/Extension
Lane Mile
Years
Reconstruction 10 20 200
Rehabilitation 10 15 150
Crack Sealing 120 2 240
Thin Overlay 100 8 800
Surface Treat. 160 4 640
Total 2030
Pavement Preservation
Program Check
Network Needs
2000 lane mile years
Program Produces
2030 lane mile years
Surplus= 30 lane mile years
Quick Check
Remaining Service Life
Establishes the highway network needs
Evaluates
Reconstruction
Rehabilitation
Pavement Preservation
Includes
Design Lives
Life Extensions
Pavement Preservation Tools
Crack Sealing
Fog Seal/Rejuvenation
Chip Seal
Quick Set Slurry
Micro Surfacing
Paver Placed
Surface Treatment
6.3mm Hot Mix Asphalt
Single Course Hot Mix
Asphalt
Mill and Fill
Cold In-Place Recycling
SURFACE TREATMENTS
ADVANTAGES
• Very economical
• Preventive maintenance treatment that adds 5 to 8 years life to a Pavement
• Seals and renews old pavement Surface
• Prevents water and air intrusion into pavement
• Improves skid resistance
FIBERMAT®
ADVANTAGES
To bridge alligator cracking and
delay reflective cracking
To improve skid resistance
To protect and waterproof sub-
base
To improve tensile strength
To add a flexible interlayer to
absorb movements
Retards reoccurrence of wheel
rutting when used in conjunction with other asphalt layers
MICRO SURFACING
& SLURRY SEAL
ADVANTAGES Cuts labor costs
No change in curb reveal
Improves pavement durability, extends life
Superior Adhesion to existing pavement
Fills ruts and cracks
More flexible at low temperatures, stable at high temperatures
Sets to a hard, black finish
Provides excellent traction and skid resistance
Conforms to all government regulations
PAVER PLACED SURFACE TREATMENT
Ultra-thin Hot Mix Overlay
ADVANTAGES
Fast application
Ultrathin wearing course
Conserves high quality aggregates
Low surface noise
Reduces “misting” on wet pavements
Macro-texture yields high skid resistance
Corrects road profile
Tacks and seals surface prior to overlay
No curing time required
Suitable for all traffic volumes
Minimal traffic disruption during placement
Suitable overlay for asphalt and concrete pavements
Requires only short single lane traffic closure
Service life up to 10 years
Economical
COLD IN PLACE RECYCLING
ADVANTAGES Conserve Aggregate, Asphalt &
Energy
Reduce surfacing costs
Reduce reflective cracking
Restore cross slope and crown
Cost effective
Minor inconvenience to traffic
Service life up to 15 years
No hauling materials except for additive under normal conditions
Average two to three lane miles per day
Nominated for the 2007 Summit Award for Leadership in Green Procurement
10 year evaluation, endorsed by the Connecticut DOT as cost effective
Ontario Ministry of Transportation - more environmentally friendly then
traditional paving methods
Summary
FHWA Endorses Pavement Preservation
Highways as Assets
Pavement Preservation vs Worst First
Keeping Good Roads Good
Right Treatment, Right Road, Right Time
NYSDOT Pavement Preservation
Paving Cycle
Remaining Service Life
Learning Assessment Questions The FHWA endorses the Worst First pavement maintenance strategy.
An agency should have a Management Plan for each class of assets that they are
responsible for.
The NYSDOT Pavement Scoring System is a 1 to 10 point scoring system.
Pavement Preservation Treatments
a. Seal cracks to keep water out
b. Rejuvenate a weathered surface
c. Prolong the life of a pavement
d. All of the above
The window of opportunity for applying Pavement Preservation treatments is wide.
• Over the past several years, the Pavement Condition Ratings for NYSDOT roads has
been related to the funding level for Pavement Preservation.
• The Remaining Service Life concept is easy to understand, but difficult to
operationalize.
• Surface Treatments (Chip Seals) cannot improve pavement friction characteristics.
• The surface texture of Paver Placed Surface Treatment is indistinguishable from
dens graded hot mix asphalt.
• Cold in Place Recycling of asphalt concrete pavements is environmentally friendly.
Pavement Preservation
Questions???