1. Pavement Preservation
New York State County Highway
Superintendents Association
Summer, 2012

2. Pavement Preservation
John Curley, The Gorman Group
Sales Representative – 24 years
Dane Mellon, The Gorman Group
Sales Representative – 3 years

3. 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

4. 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

5. “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

6. Typical County – Physical Assets
 Government Buildings
 Parks
 Equipment Fleet
 County Garages
 Culverts and Bridges
 Highways

7. Value of Assets
 Cost to construct
 Cost to replace
 Loss of Use
 Inconvenience to Public

8. Preservation of Assets
 Assets deteriorate over time
 Deterioration rate can be reduced
with preventive maintenance
techniques
 Pay me now or pay me later

9. Asset Management
 Pavement Management Plan
 Let deteriorate and replace
Worst first
 Preservation approach
Preventive Maintenance

10. 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)

11. Pavement Preservation
Pavement Preservation
Strategy
Keep Good Roads Good
The Right Pavement
with the Right Treatment
at the Right Time

12. NYSDOT
Pavement Surface Score
 9 –10: Excellent
 7 – 8: Good
 6: Fair
 <5: Poor

13. 10
9
8
7
6
5
0 5 10 15 20 25 30
Years

14. 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

17. Side Benefits of Pavement Preservation
Restores friction
Some improvement to ride quality
Some repair to rutting

18. Pavement Preservation Timing
Pavement Performance Curve
Do Nothing
10 and Windows of Opportunity
Non-Paving PM
9
PM Paving
8
Multi-Course
7
Major
Rehab/Recon
6
5
Time

19. 10
9
8
7
6
5
0 5 10 15 20 25 30
Years

20. 10
9
8
7
6
5
0 5 10 15 20 25 30
Years

21. 10
9
8
7
6
5
0 5 10 15 20 25 30
Years

22. 10
9
8
7
6
5
0 5 10 15 20 25 30
Years

23. 10
9
8
7
6
5
0 5 10 15 20 25 30
Years

24. 10
9
8
7
6
5
0 5 10 15 20 25 30
Years

25. 10
9
8
7
6
5
0 5 10 15 20 25 30
Years

26. 10
9
8
7
6
5
0 5 10 15 20 25 30
Years

27. $25k $25k $100k
10
9
8
7
6
5
0 5 10 15 20 25 30
Years

28. $1M
10
9
8
7
6
5
0 5 10 15 20 25 30
Years

29. 10
$150k $1M
9
8
7
6
5
0 5 10 15 20 25 30
Years

30. 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

32. 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

33. 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

34. 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 84 (no change) $1,475,850
Concrete Resealing 31 (new) $979,600
Thin HMA Overlay 16 (new) $870,560
Micro surfacing 44 (new) $1,309,000
Chip Seal 79 (new) $1,104,420
Crack Seal 506 (new) $1,296,372
Total 868* $36,781,144
*WILL TREAT ALL ROADS IN 5 YEARS

35. Benefits of Pavement Preservation
Lower annualized cost
Better overall network condition
Reduced vehicle damage and
construction delay
Traveling public better served

37. 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

38. Based on NCPP/FHWA Pamphlet
http://www.pavementpreservation.org/library/getfile.php?journal_id=798

39. Remaining Service Life
Current Condition
7
Percent of Network
6
5
Pavement
4
3
2
1
0
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)

40. Remaining Service Life
One Year Later
Condition One Year Later
10
Percent of Network
8
Pavement
6
4
2
0
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)

41. 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

42. Worst First Program
Project Lane Miles Design Lane Mile
Life/Extension 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

43. Worst First Program Check
 Network Needs
 2,000 lane mile years
 Program Produces
 1120 lane mile years
Deficit = 880 lane mile years

44. Pavement Preservation Program
Project Lane Miles Design Lane Mile
Life/Extension 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

45. Pavement Preservation
Program Check
 Network Needs
 2000 lane mile years
 Program Produces
 2030 lane mile years
Surplus= 30 lane mile years

46. Quick Check
Remaining Service Life
 Establishes the highway network needs
 Evaluates
 Reconstruction
 Rehabilitation
 Pavement Preservation
 Includes
 Design Lives
 Life Extensions

47. 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

48. 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

49. 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

50. 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

51. 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

52. 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
 10 year evaluation, endorsed by the Connecticut DOT as cost effective
 Ontario Ministry of Transportation - more environmentally friendly then
traditional paving methods
Nominated for the 2007 Summit Award for Leadership in Green Procurement

54. 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

55. 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.

56. Pavement Preservation
Questions???