Pavement Preservation

David K. Hein, P.Eng.

Principal Engineer
Vice‐President, Transportation
Applied Research Associates, Inc.
dhein@ara.com

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Background
 Preserving municipal pavement infrastructure is paramount to
insuring the viable transportation of goods and services

 Preventive maintenance treatments prevents premature

deterioration of the pavement and cost‐effectively extends the
service life

 Important to identify pavement sections that would most

benefit from preventive maintenance treatments

 Timing and appropriate section selection is everything!

 Long term commitment to program is necessary for success!

1
What would you rather do?
Mill and Overlay 3

What would you rather do?

Or Full Reconstruction?
4

2
 Sources of Water

Stop the Water Infiltration? 5

Result of Trapped Water

Watch it Deteriorate the Pavement?

6

3
 Result of Trapped Water

Until you have to Reconstruct it?

7

What would you rather do?

Rout and Seal this Crack at $0.50/ft?

8

4
 What would you rather do?

Dig this out and Patch it at $25/ft?

9

Preventive Maintenance Program Components

 The Right Pavement, The Right Treatment, The Right Time

―Identify possible treatments and the best treatment for

individual sections

―Trade‐off based on the needs and priorities of other sections in

the network

―Selection of appropriate materials and construction methods

10

5
 Development of an Effective Program
 Establish management aspects of the program

 Establish technical aspects of the program

 Determine maintenance needs

 Provide framework for treatment selection

 Set priorities for needs

 Provide ongoing support, monitoring and assessment

11

Planning the Program

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6
 Preventive Maintenance Process

Pavement Surface/Type Other Features

•Drainage improvements
Asphalt Exposed Surfaced- Gravel- •Vegetation control
Concrete PCC Treated Surfaced •Etc.

Repeat for other pavement types and features

Trigger Values and Timing of Maintenance Available Treatments

Distress type, severity and density • Hot and cold mix patching
• Roughness • Spray patching (manual chip seal)
• Rutting • Routing and sealing of cracks
• Alligator cracking • Micro-surfacing
• Flushing, etc. • Etc.

Management Aspects Treatment Selection Technical Aspects

• Pavement/maintenance • Roadway functional type
management system
• Geographical area/environment
• Other planning tools Treatment
Implementation • Size of municipality

13

Step 1. Service Levels and Triggers

Trigger value for crack sealing

Pavement Condition

Target level of service for average network condition

Trigger value for an overlay (mill and fill)

Minimum acceptable level of service for individual sections

Minimum safety-related level of service for individual sections

in terms of individual defects

Pavement Age

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7
 Step 2. Inventory Data – Pavements
 Location, roadway class, length, width and area
 Date of original construction and subsequent major maintenance
 Pavement condition (past and present)
― Surface distress
― Ride quality
― Structural Capacity
― Frictional properties
 Traffic information

15

Pavement Condition Data

 Accurate and up to date pavement condition data for the
roadway network is crucial
 An agency needs to know what the distresses are on their
roadway network
 This data includes, raveling, construction joint, base
failures, pot holes, cracked slabs & other distresses

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 Data Collection Process
• May be as simple as a manual pavement surface
distress survey

17

Laser Reflection Data Collection

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Laser Reflection Data Collection

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Laser Reflection Data Collection

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Laser Reflection Data Collection

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Laser Reflection Data Collection

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Lidar Measurements

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Lidar Trial Survey

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 Advantages and Disadvantages
Advantages
 Safety in data collection
 Move towards automated data analysis
 Potential repeatability
 Ability to rapidly identify “changes”
Disadvantages
 High cost of equipment
 Immense amount of data storage (petybytes)
 Difficulty in classifying into current distress “bins”

25

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13
 Step 3. Short Term Planning
Alternative treatments at
Repeat prediction
different program years
2, 3, and 4 if required

4
3
Asset Condition

Planning Horizon
Minimum acceptable
2
service level

Program year

Now Now +8 Now +15

Pavement Age, years

27

Step 4. Budgeting

Technical Financial
Decisions Decisions

Prioritized List of Projects Agreed-on Budget

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 Step 5. Reporting

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Step 5. Reporting

Current Condition Distribution

Roads Budget for 2014

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 Step 5. Reporting
 Show consequences of different budgets

 List specific projects that cannot be done because of

funding limitations

 Track quantity of unfunded needs

 Monitor network performance trends:

― Long‐term trends in terms of network size
― Network condition
― Annual spending per length of pavement

31

Measuring the Consequences of Decisions

Benefit = AreaMaint
100
Benefit = AreaRehab
Apply
Maintenance

Attribute
Apply
Benefit Limit Rehab

0 Age
∆ RL ∆ RL
Total Rem. Life Total Rem. Life
 Compare measures such as Benefit/Cost Ratio
 Is (BenefitRehab / $$$ < BenefitMaint / $) ???

32

16
 Representative Activities & Costs
100
Distress Repairs
$10k / mile Surface Treatment
$50k / mile
80

60
PCI value

Minor Rehab
$250k / mile
40
Reconstruction/
Major Rehab
20
$375k / mile

0
0 5 10 15 20 25 30
Age, years

33

Preventive Maintenance Pays Off

Major Rehabilitation
“Worst- $375,000 / mile
First”

Extends life 22 years

Distress Repair Surface Treatment

$10,000 / mile $50,000 / mileSurface Treatment Minor Rehabilitation
$50,000 / mile $250,000 / mile
Prevent.
Maint.

Extends life 45 years

Total M&R Cost* = $360,000 / mile

* Does not account for inflation or discounting

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 Benefits of a Rational Approach
 Determine, document, and justify funding needs

 Prepare prioritized, needs‐based budgets

 Provides a benchmark for pavement preservation decision

making

 Provide objective information to senior decision makers and the

public

 Promotes the cost‐effective use of pavement investments

35

Other Benefits of Pavement Preservation

 Greater serviceability

 Fewer disruptions

 Reduced vehicle wear and tear, fuel consumption, etc.

 Improved user safety due to fewer safety‐related defects (e.g.,

ruts, raveling and potholes)

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 Principal Factors for Decision Making

 Pavement type  Local experience

 Pavement condition  Available materials

 Pavement age  Experienced Contractor

 Traffic  Experienced owner

 Geometrics  Time of construction

 Overhead clearances  Construction time

37

Benefits of
Decision Trees/Matrices
 Work well on the network level

 Assist sorting through the many items that should be considered

in treatment selection

 Help account for the specific distress

 Provide guidance

 Makes use of existing experience

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19
 Example Decision Tree

Structural Cracking Rutting Possible

Deterioration Treatment
Low
Low
Crack seal
No Medium Medium 2 inch
overlay
High Mill and fill
3 inches
High

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Simplified Decision Matrix

Pavement Condition for Successful Application

Preventive Longitudinal
Maintenance Fatigue
Roughness Rutting &Transverse Ravelling Flushing
Treatment Cracking
Cracking
Low High Low High Low High Low High Low High Low High
Crack Sealing
Chip Seal
Slurry Seal
Micro-Surfacing
Thin Overlay

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 Delivering the Preservation Program

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Purpose and Application of Preservation

Treatments
 Provide a new wearing surface

 Seal cracks in the surface

 Waterproof the surface

 Improve pavement surface friction and surface drainage

 Slow pavement weathering and aging

 Improve the surface appearance

 Provide visual delineation between the mainline pavement and

the shoulder
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 Common Preservation Alternatives
Asphalt Concrete/ Surface Treated Gravel
Composite

Area Patching Partial Depth/PCC Area Patching Grading

Spray Patching Partial Depth/AC Spray Patching Dust Control
Infrared Patching Full Depth PCC Machine Drainage
Machine Patching Full Depth AC Patching
Crack Sealing Joint/Crack Seal Surface Treat
Slurry Seal Subsealing Drainage
Micro-Surfacing Diamond Grinding
Surface Treat Load Transfer
Thin AC Overlay Slab Jacking
Thick AC Overlay AC Overlay
Hot In-Place Drainage
Cold In-Place
UTW
Drainage

43

Flexible Pavement Preservation

44

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 Common Flexible Pavement Treatments
1. Crack Sealing
2. Patching
3. Fog Seal
4. Sand Seal
5. Slurry Seal
6. Chip Seal
7. Micro‐surfacing
8. Texturization
9. Thin Overlay
10. Hot In‐Place Recycling

45

Crack Treatments

 Prevent water and

debris from
entering individual
cracks in the HMA
pavement surface

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 47

RECLAMITE

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49

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 Patching
 Address localized
areas of distress
 Correct surface
discontinuities
 Seal the pavement
from moisture
infiltration

Select Clean and Apply a

trim tack coat

Add patching Compact

material

51

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 Fog Seal

 Seal pavement surface

 Rejuvenate oxidized
HMA
 Provide delineation

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 Sand Seal
 Seal pavement surface
 Rejuvenate oxidized HMA
 Provide delineation
 Improve friction

Asphalt distributor
Optional sanding

55

Slurry Seal

 A mixture of emulsified asphalt, graded fine

aggregate, mineral filler, and water, mixed and
uniformly spread over the pavement surface
 Applied cold to pavement surface

Portland cement Aggregate

Emulsion
Pug mill
Spreader box

Tack coat application

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 Slurry Seal

 Seal
pavement
surface
 Retard
surface
raveling
 Improved
surface
friction

57

Asphalt Chip Seal

 Provide wearing course

 Improve surface friction
 Seal pavement surface from water penetration
 Lower maintenance, eliminate dust

Power broom Rubber-tired Cover aggregate Self-propelled Asphalt

or sweeper rollers aggregate spreader distributor

May be one unit

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 Asphalt Chip Seal

59

Asphalt Chip Seal (Cont’d)

 Many types of seals ‐ France

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 Asphalt Chip Seal (Cont’d)
 Many types of seals – South Africa

Single Chip Seal Triple Chip Seal

Cape Seal Geotextile/Fiber Chip Seal

Double Chip Seal Inverted Chip Seal

Racked-in Chip Seal

61

Asphalt Chip Seal

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 Localized Chip Seal

63

Microsurfacing
 Similar to slurry seal
BUT…..
 Large and higher quality aggregate
 Emulsion contains latex

Portland cement Aggregate

Emulsion
Pug mill
Spreader box

Application unit Feeder & propulsion unit Tack coat application

64

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 Microsurfacing

 Level pavement
surface
 Fill ruts
 Restore surface
friction

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 Microsurfacing

67

Thin Hot Mix Overlay

 Wearing course
 Level pavement
 Improve friction
 Seal pavement
 Fills ruts

Optional vibratory dual steel drum rollers

Rubber tired rollers Optional load
Dual steel roller drum roller transfer vehicle Hot mix truck Power
Asphalt distributor broom Milling
Paver machine

Optional built-in tack coat application Tack coat application

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 Proprietary Thin Surfacing
 Gap graded HMA
 Heavy tack coat applied first (0.7‐1.0 l/m2)
 Proprietary machine and process
 Paver applies both tack coat and HMA
 Functional, not a structural overlay
Tack-coat
5 mm

69

Surface Texturization

 Reduce rutting
 Reduce roughness
 Improve friction

Power Precision milling drum Micro-milling drum Self-propelled milling unit

broom

Teeth arrangement: square helical

Typical milling depth: up to 25 mm up to 15 mm
Surface texture depth: about 5 mm about 1 mm
Groove-to-groove distance:10 to 15 mm 5 mm

70

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 Hot In‐Place Recycling

 Reduce rutting
 Reduce
roughness
 Improve friction
 Reduce distress
1. Vibratory dual steel drum rollers
Re-former Hot mix for Infrared
2. Rubber-tired rollers
integral overly heaters
3. Static dual steel drum rollers

Second screed

Leveling and profiling Mixing Scarifying Optional addition of aggregate

and/or beneficiating hot mix
Adding rejuvenator

71

Hot In‐Place Recycling

 Hot In‐Place Recycling
― Existing pavement recycled in‐place to a depth generally < 2 in (50 mm)
― One or more heaters used to heat pavement
― Scarification or pickup process used to loosen HMA
― Rejuvenator generally added
― Mix relayed using conventional paving equipment

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Hot In‐Place Recycling

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Hot In‐Place Recycling

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 Hot In‐Place Recycling

 Advantages
― Treats surface distresses, improves ride
― Maximum reutilization of existing HMA
― Aggregate conservation, no waste
contract possible
― 100% of the existing pavement is
recycled
― In‐situ recycling in remote areas
― No trucking of materials required,
lower transportation costs, fewer
greenhouse gases and less pollution

75

Rigid Pavement Preservation

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 Common Rigid Pavement Treatments

1. Crack/Joint Sealing
2. Surface Texturization
3. Crack Stitching
4. Load Transfer Retrofit
5. Partial Depth Repairs
6. Full Depth Slab
Replacement
7. Thin Overlays

77

Crack/Joint Sealing

 Prevents water from

entering the
pavement
 Keeps debris out of
joints and cracks

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 Surface Texturization

 Improves skid
resistance
 Better ride quality
 Minor profiling possible

79

Diamond Grinding

80

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 Blastrac Texturization

81

1. Pavement Profiling and Surface Texture Restoration

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1. Pavement Profiling and Surface Texture Restoration

83

1. Pavement Profiling and Surface Texture Restoration

84

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1. Pavement Profiling and Surface Texture Restoration

85

1. Pavement Profiling and Surface Texture Restoration

86

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 Crack Stitching

 Assists in maintaining
load transfer across a
crack

Epoxy rebar into place

35°-45°

Slab Crack

Subbase

87

Crack Stitching

88

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 Crack Stitching

 Very effective if
properly
completed
 Much less
expensive than
slab replacement

89

Crack Stitching

 For best
performance,
need to identify
candidate cracks
before secondary
cracking occurs

90

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 Load Transfer Retrofit
 Restores load
transfer across joints
or cracks
 Improves pavement
performance and
ride quality

Longitudinal Joint

Crack

600 mm (Typ.) 900 mm min.

91

Partial Depth Repairs

 Repair to localized
shallow distresses
 Require very clean
and rough surface
for good bonding
 Mixed success
 Best if use
concrete materials

92

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Partial Depth Repairs

93

Partial Depth Repairs

94

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 Partial Depth Repairs

95

3. Partial Depth Repairs

96

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 Partial Depth Repairs

97

Full Depth Repairs

 Reserved for
major slab
cracking or
damage
 Complete
removal and
replacement of
part or all of
concrete slab

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 Full Depth Repairs
Full Slab
Replacement

Dowel
Existing Slab Bars

Dowel
Bars Tie Bars

2.0 m (6 ft) min; 4.0 m (12 ft) max

99

Pre‐Cast Panel Replacement

100

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 Slab jacking

Grout

Slab jacking to restore support to the slab

101

6. Slab jacking

102

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 Thin Overlays

 Typically used to
improve concrete
pavement skid
resistance
 Micro‐Surfacing
 Nova Chip

103

Program Implementation

 System Benefits – management must be convinced that the

process will provide benefits

 Decision Maker Support – acceptance and support is vital

 Management Commitment – implementation takes time and

the process may change the way the pavement preservation
business was done

 Establishing Technical Aspects – process must be technically

sound and reflect local practices

104

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 Program Implementation
 Support – decision support system will require ongoing
software support

 Long ‐Term Commitment – benefits of the process increase

with time and with experience

 It takes several years of data collection to obtain pavement

performance trends and calibrate pavement performance
models

 Ongoing Support – identifying and prioritizing needs incurs

costs and requires trained personnel

105

Develop Guidelines

 Procedures on how to determine, document and justify

funding needs for pavement preservation

 Direction to prepare prioritized, needs‐based budgets using

a systematic planning and budgeting process

 Promotes best practices and benchmarks for pavement

preservation decision‐making

106

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 Develop Guidelines
 Objective information on preservation needs, and long‐term
implication of budget decisions

 Supports funding requests for pavement preservation

 Promotes cost‐effective use of pavement investments to

return maximum benefits

 An up‐to‐date network inventory, condition and

rehabilitation needs

107

Develop Guidelines
 Prioritized listing of pavement maintenance and
preservation needs

 Logical and defendable budget plan

 Trends in the condition of the pavement network

 Summary of unmet needs (infrastructure deficit) in terms

of specific projects

108

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 Evaluate Performance
100 Pavement performance curve

Pavement Condition Rating

Preventive Change due to a preventive
Maintenance maintenance treatment
70
Maintenance and
Rehabilitation

Minimum recommended condition

Benefit
Reconstruction Extended pavement life due
to preventive maintenance
0
0 5 10 15
Pavement Age, years

109

Calculate Cost‐Effectiveness
Without Preventive Maintenance Rehabilitation
$60,000

2000 01 02 03 04 2005 06 07 08 09 2010 11 12 13 14 2015 16

Year
Sum: $31,610
(Present value)

With Preventive Maintenance

Crack sealing Crack sealing Rehabilitation
$1,100 $1,500 3 years
$60,000

2000 01 02 03 04 2005 06 07 08 09 2010 11 12 13 14 2015 16

$1,040 Year
$1,120
$26,540
Sum: $28,700
(Present value)

110

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 Treatment Type: Microsurfacing A B C
Condition: Good New Pavement Function: 0 -3.1714 97.07
Pavement Type: Flexible Treatment Function: -0.436 -0.4833 92.179
Priority Class: Priority Overlay Function: 0 -2.4868 92.965
2
Traffic Level: Medium Form: Ax +Bx+C

Treatment Control Costs

PCR Prior to Treatment: 85 PCR Prior to Overlay: 70 Treatment: $ 2.40
Age at Treatment: 5.0 Age at 1st Overlay: 9.5 1st Overlay: $ 8.47
Treatment Life: 6.5 1st Overlay Life: 11.5 2nd Overlay: $ 9.47
PCR Prior to Overlay: 70 Age at 2nd Overlay: 22.0 3rd Overlay: $ 9.47
Age at 1st Overlay: 12.5 2nd Overlay Life: 11.5 Salvage Value: $ 1.24
1st Overlay Life: 11.5 Age at 3rd Overlay: 34.5
Age at 2nd Overlay: 25.0 3rd Overlay Life: 11.5
2nd Overlay Life: 11.5 Remaining Life: 11.0
Remaining Life: 1.5
Benefit: 1085 Benefit: 1011

Age Extension Due to Treatment: 3

Age Extension per Unit Cost: 1.3

45 70

Benefit/Cost Ratio, per $

40 60
Net Present Value, $

35
50
30
25 40
20 30
15
20
10
5 10
0 0
0 1 2 3 4 5 6 0 1 2 3 4 5 6
Discount Rate, % Discount Rate, %

Legend: Results @ 4% Discount Rate and $15.00 Initial

Initial Cost: $10.00 Initial Cost: $10.00
Construction Costs
Control section Treatment section
Treatment Control Better?
Initial Cost: $15.00 Initial Cost: $15.00
Control section Treatment section LCC Costs: $ 25.40 $ 24.98 Control
Benefit/Costs: 42.73 40.46 Treatment
Initial Cost: $20.00 Initial Cost: $20.00
Control section Treatment section 111

Overall Effectiveness Measures

Discount Rate, % PM Treatment
Treatment Condition Pavement Type 0 1 2 3 4 5 6 Effective?
Chip Seal (very low Fair All (Mainly Flexible) $ (3.89) $ (3.37) $ (2.93) $ (2.56) $ (2.23) $ (1.96) $ (1.72) Yes
volume roadways only) Good All (Mainly Flexible) $ (1.64) $ (1.45) $ (1.27) $ (1.11) $ (0.95) $ (0.82) $ (0.70) Yes
Single Microsurfacing Fair Flexible $ (1.36) $ (1.20) $ (1.07) $ (0.94) $ (0.83) $ (0.73) $ (0.65) Yes
Good Flexible $ 0.33 $ 0.29 $ 0.28 $ 0.30 $ 0.31 $ 0.33 $ 0.34 No
Fair Composite $ (2.17) $ (2.02) $ (1.83) $ (1.65) $ (1.46) $ (1.30) $ (1.14) Yes
Good Composite $ - $ - $ - $ - $ - $ - $ - Unknown
Double Microsurfacing Fair Flexible $ (0.19) $ (0.18) $ (0.17) $ (0.16) $ (0.14) $ (0.12) $ (0.11) Yes
Good Flexible $ - $ - $ - $ - $ - $ - $ - Unknown
Fair Composite $ - $ - $ - $ - $ - $ - $ - Unknown
Good Composite $ (0.14) $ (0.13) $ (0.05) $ 0.05 $ 0.16 $ 0.26 $ 0.35 Maybe
Proprietary Hot Mix Fair Flexible $ (0.48) $ (0.37) $ (0.29) $ (0.23) $ (0.18) $ (0.14) $ (0.10) Yes
Asphalt Good Flexible $ 1.49 $ 1.42 $ 1.37 $ 1.33 $ 1.29 $ 1.25 $ 1.20 No
Fair Composite $ - $ - $ - $ - $ - $ - $ - Unknown
Good Composite $ - $ - $ - $ - $ - $ - $ - Unknown
Thin Overlay without Fair Flexible $ (1.11) $ (0.85) $ (0.66) $ (0.50) $ (0.38) $ (0.29) $ (0.21) Yes
Repairs. Good Flexible $ 0.58 $ 0.73 $ 0.84 $ 0.92 $ 0.97 $ 1.00 $ 1.02 No
Fair Composite $ (1.69) $ (1.43) $ (1.20) $ (1.01) $ (0.84) $ (0.70) $ (0.58) Yes
Good Composite $ (0.21) $ 0.02 $ 0.25 $ 0.44 $ 0.61 $ 0.75 $ 0.87 Maybe
Thin Overlay with Fair Flexible $ (1.17) $ (0.88) $ (0.65) $ (0.48) $ (0.34) $ (0.24) $ (0.15) Yes
Repairs Good Flexible N/A
Fair Composite $ (3.15) $ (2.59) $ (2.13) $ (1.75) $ (1.44) $ (1.18) $ (0.97) Yes
Good Composite N/A

112

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 What is the End Result?
 Extend service life
 Cost savings
 Improved ride
 Reduce user delays

113

Watch Out for Roadblocks

 Public and management perception in allocating funds for
pavements in relatively good condition

 Shortage of performance and cost‐effectiveness data

 Lack of data management and personnel training for selecting

candidate projects and identifying appropriate PM treatments
and timing

114

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Questions?

115

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