1-1

Long Life Pavement and

Pavement Preservation
Session 4
2-2
Part 1
The Pros and Cons of
Preventive Maintenance
2-3
Part 1 Topics
Formal definitions
Benefits of preventive maintenance
Preventive maintenance program
challenges
2-4
Formal Definitions
Maintenance
Preventive maintenance
Rehabilitation
Pavement preservation
Pavement management
Reconstruction
2-5
Definitions Applied
P
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C
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d
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Time
Preventive
Maintenance
Reconstruction
Good
Poor
Rehabilitation
Routine/Corrective Maintenance
Pavement
Preservation
Pavement Preservation
2-6
2-7
Benefits of Pavement
Preservation
Improved Customer Satisfaction
Keeps them (and you) happy
Lowers User and Agency Costs in
the Long-Term
Saves them (and you) money.
Improved Safety
Keeps them (and you) safer
2-8
Benefits of Pavement
Preservation
Manage Assets
Protect investment
Enhance cost-effectiveness of treatments
Preventive Maintenance (PM)
Extend Pavement Life
Retard future deterioration
Enhance Pavement Performance
Improve functional condition (friction, etc.)
Reduce User Delays
The Essence of Pavement
Preservation
2-9
The Essence of Pavement
Preservation
2-10
Effective Preventive
Maintenance
2-11
Examples
Michigan DOT -
For every preventive maintenance $1 spent,
were saving $10
Rhode Island -
I-295 will cost $30 million to fix; costs for
preventive maintenance would have been $6-
7 million over the years
2-12
The Life of a Pavement
2-13
Pavement Maintenance
Preventive (Proactive)
Arrest light deterioration
Retard progressive failures
Reduce need for corrective maintenance
Right treatment at the right time!
Corrective (Reactive)
After deficiency occurs
More expensive
2-14
When do we have to fix our
pavement
Pavement Preservation
preserves good condition pavement
Corrective maintenance
when the pavement loses:
Load carrying ability (excessive deflection)
Waterproofing (cracks)
Surface slope (rutting)
Surface roughness (too slick)
Ride quality (bumps)
2-15
Strategy to minimize costs
2-16
Quality of road system with
time
2-17
Whats the Right project
Start by looking at overall road
network . . .
Keep pavement condition such
that corrective maintenance isnt
needed
2-18
The Problem
Public perception
fixing good roads and not fixing bad
roads
2-19
What is the Right treatment
2-20
Right treatment depends on
Existing pavement
Environment
Life Cycle Costs
Available Treatments
Customers Needs
2-21
Right treatment depends on
Existing pavement
type
structure
roughness, rideability
surface texture
distresses
drainage
etc.
2-22
Right treatment depends on
Environment
climate
past & future traffic
etc.
2-23
Right treatment depends on
Life Cycle Costs
construction
maintenance
rehabilitation
user-delay costs
impact on local businesses
vehicle repair
Etc.
2-24
Right treatment depends on
Available Treatments
Construction
requirements
Performance
Costs
Capabilities of local
agencies and
contractors
Etc.
2-25
When should treatments be
applied
2-26
Part 2
How Pavements
Perform
3-27
Part 2 Topics
Pavement types
Introduction to pavement performance
Typical pavement deterioration
Attributes of a pavement in good condition
3-28
Pavement Types
Rigid (Portland Cement Concrete or PCC)
Flexible (Hot-Mix Asphalt or HMA)
Composite
3-29
Types of Rigid Pavements
Jointed plain concrete pavement (JPCP)
Jointed reinforced concrete pavement
(JRCP)
Continuously reinforced concrete
pavement (CRCP)
3-30
JPCP
3-31
Longitudinal Joints
(with dowels or other)
Transverse Joints
(with or without dowels)
PLAN
VIEW
3.8 m to 7.6 m (typ.) (12.5 ft to 25 ft)
JRCP
PLAN
VIEW
7.6 m to 18.3 m (typ.) (25 ft to 60 ft)
Longitudinal Joint (with
tiebars or other)
Transverse Joints
(with dowels)
Deformed Welded Wire
Fabric Reinforcing
(0.15% to 0.25%)
3-32
CRCP
3-33
Longitudinal Joint
(with tiebars)
PLAN
VIEW
Typical Crack Spacing
0.9 m to 2.4 m
(3 ft to 8 ft)
Continuous
Longitudinal
Reinforcement
(deformed bars)
(0.6% to 0.8%)
HMA
With unbound (granular) base
With bound (stabilized) base
Full-depth HMA
Composite
HMA/PCC
Types of Hot-Mix Asphalt
(HMA) Pavements
3-34
Surface Course
Intermediate Course
Base Course (Bound or Unbound)
Subbase Course (Usually Unbound)
HMA
Surface
Subgrade Soil
Asphalt Pavement
Terminology
Asphalt cement
Hot-mix asphalt (HMA)
Structure:
3-35
Typical Pavement
Cross Section
3-36
Role of Pavement Surface
Surface (PCC or HMA)
Base Course
Subbase Course
Subgrade Soil
4 Roles:
3-37
Smooth ride
Skid resistance
Moisture barrier
Distribute load
Load Distribution in
Rigid Pavements
3-38
Subgrade soil
Load Distribution in
Flexible Pavements
3-39
Subgrade soil
Part 3
Long Life Pavement
1-40
Definition
Pavement sections designed and built to
perform as intended or longer without
requiring major structural rehabilitation or
reconstruction.
Only periodic surface renewal in response
to distresses confined to the top of the
pavement would be required.
1-41
Introduction to
Pavement Performance
Measuring Performance
Factors affecting performance
Typical distresses
Deterioration mechanisms
3-42
Two Measures of Pavement
Performance
Functional performance:
present serviceability index, pavement surface
friction, and wet-weather safety index
Structural performance:
pavement structural capacity to accommodate
future traffic
3-43
Characterizing Pavement
Condition
Distress type, severity, and extent
Overall rating
Index or composite index
3-44
Attributes of a Pavement in
Good Condition
High level of service (LOS)
Safe
High customer satisfaction
Exceeds target performance indicators or
has limited deterioration; e.g.,
IRI < 1.5 mm/m (95 in/mi)
PCI > 70 or PCR 3.5
Skid Number > 35
3-45
Factors Affecting
Pavement Performance
3-46
Traffic
Subgrade
Soil
Materials
Construction
Variability
Environment
Maintenance
and Rehabilitation
Design
Typical HMA
Pavement Distresses
3-47
Fatigue cracking Bleeding
Block cracking Polishing
Edge cracking Roughness
Longitudinal and transverse cracking
Reflection cracking
Raveling/weathering/oxidation
Potholes
Rutting (stable/unstable)
HMA Rehabilitation Strategies
HMA over HMA renewal methods
HMA over existing HMA pavement
HMA over reclaimed HMA (recycling)
HMA over PCC renewal methods
HMA over existing HMA-surfaced composite
pavements
HMA over crack and seated JPC pavements
HMA over saw, crack and seat JRC pavements
HMA over rubblized JPC pavements
HMA over existing CRC pavements
1-48
Guiding Principles to Achieve
Long Life Pavement
Keep the treatment solution as simple as
possible
But not too simple so as to not address critical
underlying problems.
The quality of construction is essential in
achieving long life pavements.
Pavements are supposed to act as one layer;
Therefore the bond between layers should never
be compromised, and a few thick layers are
always better than multiple thin layers.
1-49
Guiding Principles to Achieve
Long Life Pavement
All joints are weaknesses; therefore they need to
be treated as such.
Good, continuous, and sustainable drainage is
essential to long life pavement;
Therefore no matter how thick the renewal solution is,
it can fail if drainage is not provided.
Foundation uniformity is essential to
reduce/eliminate stress concentrations, which can
cause future cracking.
A solid foundation allows good compaction;
unsupported edges can never be properly
compacted.
1-50
Guiding Principles to Achieve
Long Life Pavement
A solid foundation allows good compaction;
unsupported edges can never be properly
compacted.
Thermal movements of the existing pavement
are the underlying cause for much reflective
cracking; therefore they must be eliminated
(by fracturing the existing pavement).
Good performing asphalt mixtures should
have high binder content and low air voids (to
have high durability), and smaller nominal
size (to avoid segregation).
1-51
Typical Rigid
Pavement Distresses
Blow-ups
Transverse cracking
Longitudinal cracking
Corner breaks
Materials-related
distress
Transverse joint
faulting
Joint spalling
Joint seal damage
Loss of fines
(pumping)
Polishing (loss of
friction)
Map cracking and
scaling
Roughness
3-52
Guiding Principles to Achieve
Long Life Pavement
Foundation support (uniformity, volumetric
stability [including stabilizing treatments])
Drainage design (moisture collection/removal
and design for minimal maintenance)
Concrete mixture proportioning and
components (selected to minimize shrinkage
and potential for chemical attack, low CTE,
provide adequate strength, etc.)
1-53
Guiding Principles to Achieve
Long Life Pavement
Dowels and reinforcing (corrosion
resistance, sized and located for good
load transfer)
Accuracy of design inputs
Construction parameters (including paving
operations, surface texture, initial
smoothness, etc.)
QA/QC (certification, pre-qualification,
inspection, etc.)
1-54
Max Tensile Strain
Pavement Foundation
High Modulus
Rut Resistant Material
(Varies As Needed)
Flexible Fatigue Resistant
Material 75 - 100 mm
40-75 mm SMA, OGFC or Superpave
}
100 mm
to
150 mm
Zone
Of High
Compression
Perpetual Pavement
Value
Quality . . . is what the customer gets out [of a
product] and is willing to pay for. A product is not
quality because it is hard to make and costs a lot of
money . . . This is incompetence. Customers pay
only for what is of use to them and gives them value.
Nothing else constitutes quality.
Peter Drucker
Time
Total
Costs
Alternative
Perpetual
Pavement
Economics
Why are Perpetual Pavements
Important?
Lower Life Cycle Cost
Better Use of Resources
Low Incremental Costs for Surface Renewal
Lower User Delay Cost
Shorter Work Zone Periods
Off-Peak Period Construction
{
50 - 100 mm
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Possible Distresses
Top-Down Fatigue
Thermal Cracking
Raveling
Solutions
Mill & Fill
Thin Overlay
High Quality SMA, OGFC or Superpave
20+ Years Later
Rehabilitation
Life Cycle Costs
Important to consider
Initial Costs
Rehabilitation and Maintenance Costs
Reconstruction costs
Should break costs into
Agency costs
User Costs
Time
Design Comparison Low
Volume
50 year design
1 mile, 2 Lane, 12 ft lanes
Traffic: 5000 ADT (Rural Setting)
Muench, et al., 2004
Subgrade
12 Granular Base
6 HMA
6 Granular Base
3 HMA
Conventional
($230,000)
Perpetual
($360,000)
Portland, Maine