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11
PavementPavementMaintenance and Maintenance and
Rehabilitation Rehabilitation StrategiesStrategies
Presented by:Presented by:
Michael E. SymonsMichael E. SymonsPavement Research & Standards OfficerPavement Research & Standards Officer
February 19th, 2001
22
MaintenanceMaintenance
nn OrganizationOrganizationll 22 Highways Districts22 Highways Districtsll 28 Maintenance Contract Areas28 Maintenance Contract Areasll 16 Maintenance Contractors16 Maintenance Contractors
nn Maintenance ContractsMaintenance Contractsll Current Contracts are for 5 yearsCurrent Contracts are for 5 yearsll Expire in 2003/04Expire in 2003/04
33
Road InventoryRoad Inventory84,225 lane-km of highway
8,000 lane-km of Paved Secondary Highway15,000 lane15,000 lane--km of Paved Primary Highwaykm of Paved Primary Highway
25,200 lane-km of Paved Side Roads
500 lane-km of Gravel Secondary Highways35,525 lane-km of Gravel/Dirt Side Roads
44
Structure InventoryStructure Inventory
5,300 Structures2,700 Vehicular Carrying Bridges
800 structures that include Large Culverts, Pedestrian Overpasses and
Sign Structures
55
Maintenance StrategiesMaintenance Strategies
nn Crack Sealing Crack Sealing -- 1,400 km1,400 kmnn Sand/Graded Aggregate Seal Sand/Graded Aggregate Seal --
895,000m895,000m22
nn Patching Patching -- Various Types to a total of Various Types to a total of 1,932,000m1,932,000m22
nn Hot InHot In--Place Place -- 79,000m79,000m22
66
Rehabilitation StrategiesRehabilitation Strategies
nn Hot Mix Asphalt Pavement (Overlay)Hot Mix Asphalt Pavement (Overlay)nn Hot InHot In--Place RecyclingPlace Recyclingnn Graded Aggregate SealGraded Aggregate Sealnn MicroMicro--SurfacingSurfacingnn Low Temperature Recycled Asphalt Low Temperature Recycled Asphalt
PavementPavementnn Cold Placed Recycled Asphalt PavementCold Placed Recycled Asphalt Pavement
77
Asphalt Pavement OverlayAsphalt Pavement Overlay
nn Standard Overlay Standard Overlay -- 50mm50mmnn Normal Aggregate Size Normal Aggregate Size -- --19mm19mmnn Variations Variations ll Coarse Mix Coarse Mix -- 25mm aggregate size25mm aggregate sizell Fine Mix Fine Mix -- 16mm aggregate size16mm aggregate sizell Open Graded Surface CourseOpen Graded Surface Coursell SuperpaveSuperpave
88
CompletedCompleted OverlayOverlay
427 lane-km of overlay was carried out in 2000
99
Recycled Asphalt PavementRecycled Asphalt Pavement
nn Hot InHot In--Place Recycle Place Recycle -- GenerallyGenerallyll to a depth of 50mmto a depth of 50mmll with the addition of a Rejuvenating Agentwith the addition of a Rejuvenating Agentll with Addwith Add--Mix up to 20%Mix up to 20%
nn Low Temperature Recycled PavementLow Temperature Recycled Pavementll Mixed at about 100Mixed at about 100ooCCll Production about 100tph Production about 100tph ll Rejuvenator or AC often addedRejuvenator or AC often added
nn Cold Placed Recycled PavementCold Placed Recycled Pavementll Road blended additiveRoad blended additivell Sprayed AdditiveSprayed Additive
1010
Hot InHot In--Place TrainPlace Train
Normal Processing Depth = 50mmRejuvenating Agent Added in System
Up to 20% New Mix Added within System1,208,000m2 Processed in 2000 Season
1313
Low Temperature Recycled Low Temperature Recycled MixMix
Mix Temperature About 100oCProduction Rate Near 100tph
Rejuvenator or AC Often Added
1414
Placing Low Temperature Placing Low Temperature Recycled MixRecycled Mix
Conventional Placing Practices Used
1515
Cold Placed Recycled MixCold Placed Recycled Mix
Test Site After Sand Sealing
2 Years After Application
1616
Surface TreatmentsSurface Treatments
nn Sand SealSand Sealnn Graded Aggregate Graded Aggregate
SealSealnn MicroMicro--SurfacingSurfacing
1717
Applying Graded AggregateApplying Graded Aggregate
Aggregate Being Applied to High Float Emulsion
1818
Graded Aggregate SealGraded Aggregate Seal
471 lane-km of GAS was applied during the 2000 Season
1
GOLDENGOLDEN
BEARBEARO I L S P E C I A L T I E S
Preservative and Restorative Seals
““ROAD MANAGEMENTROAD MANAGEMENT””
The selections of a sequence of The selections of a sequence of appropriate strategies that yield the appropriate strategies that yield the desired level of service at the lowest desired level of service at the lowest
costcost
2
“COMPANIES MANUFACTURE “COMPANIES MANUFACTURE PRODUCTS TO BE PRODUCTS TO BE
SUCCESSFUL.”SUCCESSFUL.”
Chemically produced and manufactured Chemically produced and manufactured products yield the same result every time. products yield the same result every time. The key is knowing how they work…If you The key is knowing how they work…If you know how they work, you know how to use know how they work, you know how to use
them…The right application…The right them…The right application…The right handlinghandling
ASPHALT REJUVENATORSASPHALT REJUVENATORS
ll Offer low cost alternative maintenance methodsOffer low cost alternative maintenance methodsll Methods that due to staff changes, etc. may have been Methods that due to staff changes, etc. may have been
forgotten about in past years.forgotten about in past years.ll Should be considered to work along with existing methods Should be considered to work along with existing methods
of surface treatments in your preventative maintenance of surface treatments in your preventative maintenance program program –– i.e. i.e. –– the wear course seals the wear course seals –– chip seals, slurries.chip seals, slurries.
As maintenance costs increase As maintenance costs increase –– counties, municipalities counties, municipalities struggle with holding the line on costs.struggle with holding the line on costs.
Rejuvenators and Restorative seals can be the maintenance Rejuvenators and Restorative seals can be the maintenance person’s lowest cost insurance.person’s lowest cost insurance.
3
WHAT IS AN ASPHALT REJUVENATOR?WHAT IS AN ASPHALT REJUVENATOR?
Asphalt consists of two main fractions –“asphaltenes”which arethe hard brittle component, insoluble and not affected by oxidation and the highly reactive sub-fractions called “maltenes”. These maltenes are oily and resinous in appearance.
HOW DOES AN ASPHALT REJUVENATOR HOW DOES AN ASPHALT REJUVENATOR WORK?WORK?
This relationship of maltene and asphaltene percentage becomes out of balance in the aging process.
This aging process can start as early as initial hot plant production and continues through the pavement life cycle – the effects of time, weather, sunlight, etc.
4
KEYS TO A QUALITY REJUVENATORKEYS TO A QUALITY REJUVENATOR
An asphalt rejuvenator is a manufactured product which has the ability to absorb or penetrate into the pavement and restore those reactive components that have been lost due to oxidation
“KEYS TO A QUALITY REJUVENATOR”“KEYS TO A QUALITY REJUVENATOR”
l Proper base is essential. A napthenic or wax free base is ideal – the molecular make up offers more solvency power or absorption and fluxing ability.
l Rejuvenators are manufactured as emulsions similar to emulsions you are familiar with – typically 60-65% residual. They have the ability to “wet” the asphalt binder that is present.
7
Reclamite® curing approximately 20
minutes after application
Sand application to cured Reclamite®
Sanding application
8
Reclamite® Preservative Seal
County of Uxbridge, Toronto, Ontario, CanadaUnsealed
Reclamite® Curing Sanding
Sanding Completed
Reclamite® Preservative Seal
Babin Air, Invermere, British Columbia
9
Baker, Oregon
Airport Runway
CRF® Restorative Seal
Sealed
Reclamite® Test Section: .50 litres
sq. m.
Sand applied: 1 kg. Sq. m.
14
Preventative MaintenancePreventative Maintenance ReclamiteReclamiteApplication Summary:Application Summary:
l Broom Pavementl Apply diluted (2:1) Reclamite® by Distributor l Application rate 0.05 - 0.15 Gsy.
.30 - .65 Litres Sq. M l Allow emulsion to break (½ - 1 hour)l Light sanding recommended 1-3 lbs. Sq. yd.
½ - 1 ½ Kg. Sq. m.l Open to traffic
161923Top ½” 12.5 mmUntreated
404882Top ½” 12.5 mmTreated
Depth 2 mos. 18 mos. 36 mos.
Penetration values of asphalt cores taken at intervals over over period of time
15
WHEN SHOULD REJUVENATORS BE WHEN SHOULD REJUVENATORS BE APPLIED?APPLIED?
Incorporated into a pavement management system:l As a fog seal to new asphalt pavementsl Where general open surface appearance tends to
develop hairline cracking, raveling, minor pitting.l Poorly compacted or segregated pavementsl A. those roads not requiring a wear coursel B. those roads not scheduled for major rehabilitationl C. those roads because of funding cutbacks, etc.
maintenance dollars will not be available in future years.
RECYCLING OF RAP WITH RECYCLING OF RAP WITH REJUVENATORSREJUVENATORS
16
REJUVENATORS CAN RESTORE REJUVENATORS CAN RESTORE DURABILITY TO THE RAPDURABILITY TO THE RAP
l Durability being the interdependence between composition and aging
l They can return a desired consistency to the aged asphalt
MIDLAND MIXTRAILER, STILLWATER COUNTY, MIDLAND MIXTRAILER, STILLWATER COUNTY, MIDLAND MIXTRAILER, STILLWATER COUNTY, MIDLAND MIXTRAILER, STILLWATER COUNTY, COLUMBUS, MONTANACOLUMBUS, MONTANACOLUMBUS, MONTANACOLUMBUS, MONTANA
20
Reclamite® - RAP from Hwy 1 being graded near North Bend (Boston Bar, BC)
RAP being graded, North Bend,
(Boston Bar, BC)
21
Application of Reclamite® and surface sanding – RAP millings, North Bend, (Boston Bar, BC)
Reclamite® Test Section applied to untreated RAP millings place approx 1 year previous
22
Sealed
Unsealed
Reclamite®
Section of untreated RAP surface treated with Reclamite®
RAP stockpile I-84, Forsyth, Montana
Montana DOT cold recycle project
23
Pugmill of Reclamite® with RAP milling, Montana DOT, Forsyth, Montana
Compaction of laid out RAP treated with Reclamite®, Forsyth, Montana
24
Compacted surface, Forsyth, Montana, Montana DOT – RAP treated with Reclamite®
RESTORATIVE SEALSRESTORATIVE SEALS
Known as reinforced rejuvenators or restorative seals –they are used for sealing and rejuvenating those roads
with increased cracking, openness. They contain percentages of asphaltene and fillers that provide for
increased sand retention.
They do not provide asphalt rejuvenation to the same degree as rejuvenators.
They do provide a seal in depth – that is – pavement absorption as well as surface sealing – a flexible seal that
kneads and works with traffic action
25
CRF® Restorative SealBaker City, Oregon
CRF® Restorative SealWhistler/Blackcomb, British Columbia
CRF® Restorative Seal Curing
SANDING APPLICATION
2 KG/4 -5 LBS. – SQ.M / SQ. YD
26
Superior Road Products
Haliburton, Ontario
Squeegee and brooming
CRF® Restorative Seal
CRF® Restorative Seal
Brooming and Finished Appearance
27
CRF® RESTORATIVE SEALAPPLICATION SUMMARY:
1. Broom pavement (Clean surface)
2. Apply diluted CRF® by distributor (range 0.12 – 0.25 Gsy sq. yd) ( .45-.90 L. Sq. m.)
3. Single or double seal as dictated by pavement condition
4. Squeegee option
5. Allow emulsion to penetrate/break (1/2 – 1 hour)
6. Sand all CRF® applications (range 4-9 lbs. Sq. yd) ( 2-4 kg. Sq. m.
7. Drag broom option
8. Compaction option
9. Open to traffic
BENEFITS OF CRF®
• Safe, cold applied emulsion
• Economical cost effective process
• Resilient, durable crack repair
• Versatile product application
29
CANYON LISTER ROAD, CRESTON, B.C.
SUITABLE SURFACE FOR CRF®
RESTORATIVE SEALUNSEALED APPEARANCE
CANYON LISTER ROAD
SEALED APPEARANCE
CRF® RESTORATIVE SEAL
UNSEALED
SEALED
CANYON LISTER ROAD, CRESTON, B.C.
30
CRF® Restorative Seal
Fairfield Airport
Teton County, Montana
Sealed
Sealed
Unsealed
Golden Bear Oil Specialties refinery based truck fleet
31
CRFCRF®® COLD POUR CRACKFILLERCOLD POUR CRACKFILLER
ll One component productOne component productll Up to a 2 year shelf lifeUp to a 2 year shelf lifell Freeze stable emulsion in bulkFreeze stable emulsion in bulkll Very good hot and cold flexibilityVery good hot and cold flexibilityll Cracks do not need to be routedCracks do not need to be routedll Will not “string” or “snake” out of cracksWill not “string” or “snake” out of cracksll Road can be opened immediately after application and Road can be opened immediately after application and
the addition of sandthe addition of sandll Excellent product for squeegee seals or spray patchingExcellent product for squeegee seals or spray patching
APPLICATION OF CRF®APPLICATION OF CRF®
32
JJM HIGHWAY MAINTENANCE, VICTORIA, BRITISH COLUMBIA, CRF® APPLICATION
Capilano Highway Services, Whistler, BC, CRF® applicationCapilano Highway Services, Whistler, BC, CRF® application
33
Capilano Highway Services, Whistler, BC, CRF® applicationCapilano Highway Services, Whistler, BC, CRF® application
Argo Road Maintenance, CRF® application, Highway 5A, Argo Road Maintenance, CRF® application, Highway 5A, Coquihalla Connector, Kelowna, BCCoquihalla Connector, Kelowna, BC
34
CURED CRF® APPROXIMATELY 5 WEEKS AFTERAPPLICATION
SHANNON LAKE ROAD, KELOWNA, B.C.
CRF® USED TO FILL IN WHERE HOT POUR RUBBERIZED CRACKFILLER HAS
“SNAKED” OUT
36
APPEARANCE OF ALLIGATORED PAVEMENT APPEARANCE OF ALLIGATORED PAVEMENT SECTIONS EITHER SPRAY PATCHED OR SECTIONS EITHER SPRAY PATCHED OR
SURFACE SHOT AND DRAG BROOMED WITH SURFACE SHOT AND DRAG BROOMED WITH CRF®CRF®
Contacts:
Judy Nelson, Customer Service Golden Bear Sales OfficeChandler, AZ
800-456-3878
Ron Pruett, Scottsdale, AZ602-867-2278
Dave Crone, San Diego, CA909-694-8933
Steve Escobar, Los Angeles, CA310-712-6203
Jim Brownridge, Kelowna, B.C., Canada
250-868-9711
aaInfrastructureInfrastructure
Vijay Ghai, P. Eng.
C-SHRP WORKSHOPFebruary 20, 2001
Introduction
• The preceeding presentation focused on routine maintenance activities - reactive in nature.
• This presentation is going to address planned strategies which AI uses to preserve the roadway system other than Overlays.
Background• Alberta Highway Network System.
8 Primary Highway Network consist of 14,000 km of paved highways
8 Secondary Highway Network consist of 10,000 km of paved highways
• The current standards of acceptability & performance expectations specifies design pavements to last 20 years before rehabilitation.
Background Cont’d.
• AI has had a Pavement Evaluation System (PES) in place since early 1970
• Pavement Management System (PMS) has been in place since early 1980 to predict the behavior of all pavements
• AI sets great precedence to smoothness of pavements - usually the end criteria for most rehabilitation
Background Cont’d.
• PES & PMS enables the development of a Construction Program and set suitable rehabilitation strategies (i.e. Structural Overlays or Non-Structural Strategies)
• 95% of Network Structural O/L -5% Non-structural Rehabilitation
Non-Structural Rehabilitation
• Non-Structural Rehabilitation can be classified as a Pavement Preservation Strategy
• Two Types− Hot In-Place Recycling (HIR)– Mill & Inlay
Hot In-Place Recycling
3.70 3.70
50mm Hot In-Place Recycling
Approximate Service Life: 9 yearsApproximate Length Constructed = 100km¥ Some Limitations
Cold Mill and Inlay
3.70 3.70
50mm Cold Milland Inlay
Approximate Service Life: 11 yearsApproximate Length Constructed = 102 km¥ Some Limitations
Cold Mill and Inlay(Divided Highway)
50mm Cold Milland Inlay
OTL3.7
OTL3.7
Approximate Service Life: 11 yearsApproximate Length Constructed = 340 Km¥ Inside lane in good condition
Thin Overaly
Predicted Service Life of thin O/L = 5 yearsOverlay & widening deferred by 5 years
FutureWidening
FutureWidening
Thin Overlay 30 - 40 mm ACP
Future O/L
Seal Coat
J Seal Coat is a major preventative maintenance used by AI.
J Typically, 500 - 600 km of highway are seal coated on an annual basis.
J 50% Primary Highways and 15% Secondary Highways have seal coat on them.
Seal Coat q Background:
• From 1959 to 1990, seal coat program was prepared based on sound engineering judgment of experts within the Department.
• Since 1995, an Expert System has been developed for the assessment, rating and prioritization of seal coat.
Seal Coatq Purpose
• Seal Coat applied to roads provide performance and safety benefits at relatively low cost.
• Seal Coats repairs surface deficiencies and provides a waterproof seal over the existing pavement.
• Other side benefits: improve skid resistance (reduce hydro-planning), resistance to wear, better reflection properties
Seal Coat q Program
• Projects that are good candidates for seal coat exhibit characteristics that could lead to ravelling, stripping, potholes and structural failures if left unprotected.
Seal Coat Program Cont’d.
• Regions prepares a list of candidate projects for the seal coat program.
• Selected consultants inspects, assess and rates each projects based on 7 attributes. (i.e. Segregation and general ravelling are the two major attributes).
• An annual priority list is prepared for program purposes.
Seal Coat Operation
Future Outlook
J RoMaRa, a new pavement management system, is being designed.
• It will address more cost effective preservation treatment options as one of its module.
• This development will lead to a more dynamic preservation program.
1
Alberta Infrastructure
• Highway Maintenance Activities for Pavement Preservation
Crack Repairs
• 10 + years evaluation of cold-pour emulsion cracksealing• Inconclusive results for benefit of cracksealing• Cracksealing done by maintenance contractor on schedule,
according to highway classification• Rout & Seal crack filling less than 5% of highways, mixed
results
2
Crack repair - Thermopatch
• Proprietary method• Trial basis on several
test projects• Cost effective on
severely depressed transverse cracks
• Service life ~ 3 years
Crack repair -mill & fill
• Developed in Alberta early 1990s
• Either stand-alone repair, or to replace leveling course
• Very effective. • ~ $100 per crack• Pavement shows
hairline cracks within 2 years, cracks stay same size for 5-6 years more
3
Crack repair -spray patch
• Most cost effective repair• Cracks redevelop within 1
year but pavement does not depress at crack
• Spray patch material ‘moves’ with pavement
• No effect on overlays
For the Future….
• Patchrite self-propelled pothole patching machine
• Continuation of cracksealing test • Multi-year warranty for pavement
maintenance as part of capital contracts
1
Treatment Selection in Pavement Management
• Role in pavement management• Strategy development• Selection methodologies• Alberta RoMaRa
Treatment Options in MYP
Trigger Point for Treatment 1
Age or Traffic Loads
Pav
emen
t C
ondi
tion
Ind
ex
Trigger Point for Treatment 2
Treatment 2 in Year Y at $S Cost
Existing Performance Treatment 1 in Years Xand Z at $ Cost
2
Treatment Strategies
• One or more maintenance or rehabilitation techniques
• Designed to improve or maintain conditions
• Tailored to consider constraints• Evaluated in terms of cost-effectiveness
Requirements for Developing a Strategy
• List of strategy guidelines and treatment options
• Costs• Pavement performance models
3
Sample Timing Options for Strategy Selection
Treatment Timing OptionsTrigger Points
Major Rehabilitation
Minor Rehabilitation
Age
Pav
emen
t Con
diti
on I
ndex
Options in Strategy Development
• Project Selection/ Treatment Selection-simultaneous or not
• Single treatments or multiple treatments
4
Single Treatment Strategy
• Most common approach• Several feasible alternatives may be
identified for each section• Each treatment considered
independently• Most cost-effective treatment generally
selected
Multiple Treatment Strategy
• Combination of treatments considered for each section
• Effectiveness of all treatments is representative of effectiveness of entire strategy
• Subsequent treatments affect selection of strategy
5
Illustration of Multiple Treatment Strategies
Trigger Limits
Strategy 1
Pav
emen
t Con
diti
on I
ndex
Time or Traffic Loads
Strategy 2
Requirements For Strategy Development
• List of all treatments to be considered in analysis
• Set of rules that determine when treatments should be considered feasible
6
Decision Trees
AsphaltPavement
70 or above
69 or below
Condition StructuralDeterioration
Not Present
Present
StructuralOverlay
FunctionalOverlay
Preventive Maintenance
Decision Matrix
Treatment Type Surface Type
Condition Level
Structural Deterioration
Preventive Maintenance Asphalt Concrete 70-100 N/A
Functional Overlay Asphalt Concrete 0-69 Not Present
Structural Overlay Asphalt Concrete 0-69 Present
7
Considerations in Developing Decision Trees/ Matrices
• Decision factors• Availability of data• Ability to predict conditions• Flexibility
Programmed Rules
• Outline criteria for selection of preferred treatment
• Set treatment for condition range• Could be transferred into
decision matrices or decision trees
8
Types of Treatments Considered
• Rehabilitation category • Specific treatment
Rehabilitation Categories
• Preventive Maintenance• Minor Rehabilitation
• Major Rehabilitation• Reconstruction
Functional
Structural
9
Specific Treatments
• Asphalt– Routine
Maintenance– Surface Seal Coats– Milling and Inlays– Thin Overlay– Thick Overlay– Mill and Overlay– Reconstruction
• Concrete– Slab Grinding– Full- and Partial-
Depth Repairs– Crack and Seat– Thin-Bonded
Overlay– Unbonded Overlay– Slab Replacement– Reconstruction
Factors to Consider in Developing Treatments
n Accuracy of cost estimates neededn Ability to differentiate performance
characteristicsn Level of detail requiredn Need for selection criteria
10
RoMaRa
• IRI• Rut Depth• Surface Condition Rating• FWD
Network Segment
Performance PredictionModelsCurrent Condition
Sections Triggeredin the Maintenance
Analysis
TrafficSN
Subgrade...
Future Condition
Sections Triggeredin the Maintenance
AnalysisCommitted Projects
Section J/Year ICondition
Rehabilitation AlternativeAnalysis (and Cost-Effectiveness)
Decision Trees
Candidate Treatmentsfor Section J/Year I
Candidate Treatmentsfor All Sections/Years
Optimization(Maximize Cost-Effectiveness
or Minimize Cost)
BudgetConstraint
Optimum Rehabilitation Strategy(Section, Treatment, Year)
PerformanceConstraint
FIGURE 1.1
HPMA Network LevelRehabilitation Analysis
ALBERTA INFRASTRUCTUREOctober 1999
11
DistressRoughness
1616Cold Mill lanes & full width overlay
1616HIR with full width overlay
1616Reprofiling with cold mill overlay
77Thin Overlay <40mm
99HIR with Thin Overlay (lanes)
Microsurfacing Rut Repair *
1111Hot in Place
99Reprofiling & Cold Mill *
Seal Coat
Crack Seal
Life ExpectancyDescription
Functional Treatments
DistressRoughness
2020Reconstruction
1616Cold In Place Recycle/ Full Depth reclamation
1616Pavement Reinforcement Overlay
1616Cold Mill / ACP, RCC, PCC *
1616Structural Overlay > 100mm
1616Structural Overlay <100mm(nominal thickness = 50mm)
Life ExpectancyDescription
Structural Treatments
12
Pavement Condition Parameter Trigger Level
T0 T1 T2
International Roughness Index (IRI) 2.4 2.8 3.7
Alligator Cracking (AC) 1% - 2% >2% - 4% >4%
Longitudinal Wheel Path Cracking(LWPC)
Low Severity Medium Severity High Severity
Rutting 15mm depth and 25% extent
20mm depth and 50% extent
25mm depth and 50% extent
Raveling 5% - 10% >10% – 20% > 20%
Surface Texture 10-40 (Low) 41-80 (Medium) > 80 (High)
Depressed Transverse Cracking 0-7 Severity and 0% - 1% Extent
8-15 Severity and >1% - 1.75% Extent
>15 Severity and > 1.75% Extent
DistressRoughness
0.50.5Deep Patch
0.50.5Rut Repair
0.50.5Skin Patch
0.10.1Thermo Patch
0.10.1Spray Patch
0.10.1Mill & Fill
0.10.1Rout & Seal
0.10.1Cold Pour
00Hot Pour
00Do Nothing/monitor
ChangeDescription
Maintenance Treatments
13
MicroChip
GASFog
Deep
RutSkin
ThermoSpray
Mill&Fill
Rout & Seal
Cold PourHot pour
Do Nothing
AlligDTLMTB
RavBleedACP Rut
PotholeRip Shov
DistnStr RutCracking
AC & Age > 7(T or T)0 1
N Y
AC < 10%
AC < 20% - Structural Treatment (H) - Level II Repair- Monitor (FWD)
N Y
- Full Reconstruction- Monitor (FWD)
- Structural Treatment (H) - Level II Repair- Monitor (FWD)
N Y
Roughness(T)0
N Y
Raveling(T)2
Non-StructuralRutting (T) or more1
Seal Coats
N Y
Monitor Age < 10
N Y
- Light Overlaywith Rut Repair- Full LengthRut Repair
Mill & Inlay
N Y
Surface TextureT2T o r 1
Do Nothing Seal Coats
N Y
Raveling(T)1
N Y
Roughness(T)2
Depressed TransverseCracks (T)0
Depressed TransverseCracks (T)1
Depressed TransverseCracks (T)2
N Y- Reprofile & Overlay (L)- Mill & Inlay- Hot In-place Recycle- Overlay (M)
- Reprofile & Overlay (L)- Mill & Inlay- Hot In-place Recycle- Overlay (M)- Level II Repair
N Y
- Reprofile & Overlay (L)- Mill & Inlay- Hot
Recycle- Overlay (M)- Level I Repair
In-place
N Y
- Reprofile & Overlay (L)- Mill & Inlay- Hot
Recycle- Overlay (M)
In-place
Roughness(T)1
Depressed TransverseCracks (T)0
Depressed TransverseCracks (T)1
Depressed TransverseCracks (T)2
N Y
- Overlay (L)- Mill & Inlay- Hot
RecycleIn-place
- Overlay (L) (II)- Mill & Inlay (II)
N Y
- Hot In-place Recycle- Mill & Inlay- Overlay (L)
N Y
- Hot In-place Recycle- Mill & Inlay- Overlay (L)
N Y
N Y
Depressed TransverseCracks (T)0
Depressed TransverseCracks (T)1
Depressed TransverseCracks (T)2
N Y
Monitor Level II Repair +- Reprofiling + Overlay (L)- Mill & Inlay- Hot In-place Recycle- Overlay (M)
N Y
Level I Repair +- Reprofiling + Overlay (L)- Mill & Inlay- Hot In-place Recycle- Overlay (M)
N Y- Reprofiling + Overlay (L)- Mill & Inlay- Hot In-place Recycle- Overlay (M)
Roughness(T)0
N Y
Raveling(T)2
Non-StructuralRutting (T) or more1
Seal Coats
N Y
Monitor Age < 10
N Y
- Light Overlaywith Rut Repair- Full LengthRut Repair
Mill & Inlay
N Y
Surface TextureT2T o r 1
Do Nothing Seal Coats
N Y
Raveling(T)1
N Y
Roughness(T)2
Depressed TransverseCracks (T)0
Depressed TransverseCracks (T)1
Depressed TransverseCracks (T)2
N Y- Reprofile & Overlay (L)- Mill & Inlay- Hot In-place Recycle- Overlay (M)
- Reprofile & Overlay (L)- Mill & Inlay- Hot In-place Recycle- Overlay (M)- Level II Repair
N Y
- Reprofile & Overlay (L)- Mill & Inlay- Hot
Recycle- Overlay (M)- Level I Repair
In-place
N Y
- Reprofile & Overlay (L)- Mill & Inlay- Hot
Recycle- Overlay (M)
In-place
Roughness(T)1
Depressed TransverseCracks (T)0
Depressed TransverseCracks (T)1
Depressed TransverseCracks (T)2
N Y
- Overlay (L)- Mill & Inlay- Hot
RecycleIn-place
- Overlay (L) (II)- Mill & Inlay (II)
N Y
- Hot In-place Recycle- Mill & Inlay- Overlay (L)
N Y
- Hot In-place Recycle- Mill & Inlay- Overlay (L)
N Y
N Y
Depressed TransverseCracks (T)0
Depressed TransverseCracks (T)1
Depressed TransverseCracks (T)2
N Y
Monitor Level II Repair +- Reprofiling + Overlay (L)- Mill & Inlay- Hot In-place Recycle- Overlay (M)
N Y
Level I Repair +- Reprofiling + Overlay (L)- Mill & Inlay- Hot In-place Recycle- Overlay (M)
N Y- Reprofiling + Overlay (L)- Mill & Inlay- Hot In-place Recycle- Overlay (M)
Rutting(T)0
Rutting(T)1
Rutting(T)2
N Y
- Structural Treatment (M) + Leveling Course- Monitor (FWD)
N Y
- Structural Treatment (L) + Leveling Course- Monitor (FWD)
N Y- Structural Treatment (L)- Monitor (FWD)
AC & Age > 7(T)2
N Y
LWPC
N Y
N Y
LWPC
- Structural Treatment (L)- Monitor (FWD)
- Structural Treatment (M)- Monitor (FWD)
N Y
Age > 15or ESAL > 8.0
StructuralNumber >130
- Structural Treatment (L)- Monitor (FWD)
N Y
- Structural Treatment (L)- Monitor (FWD)
StructuralNumber > 80
N Y
- Full Depth Recycle- Reconstruction- Monitor (FWD)
N Y
Rutting(T)2
- Structural Treatment (L) + Leveling Course- Monitor (FWD)
- Structural Treatment (M) + Leveling Course- Monitor (FWD)
N Y
Age > 15or ESAL > 8.0
StructuralNumber >130
- Structural Treatment (L) + Leveling Course- Monitor (FWD)
N Y
- Structural Treatment (M) + Leveling Course- Monitor (FWD)
StructuralNumber > 80
N Y
- Structural Treatment (L)- Monitor (FWD)
- Structural Treatment (M)- Monitor (FWD)
N Y
Age > 15or ESAL > 8.0
Age > 15or ESAL > 4.0
StructuralNumber >130
- Monitor (FWD) - Structural Treatment (L)- Monitor (FWD)
N Y
N Y
Age > 15or ESAL > 0.75
- Monitor (FWD) - Structural Treatment (L)- Monitor (FWD)
N Y
StructuralNumber > 80
N Y
Rutting(T)1
N Y
Rutting(T)0
N Y
- Structural Treatment (M) + Leveling Course- Monitor (FWD)
- Structural Treatment (H) + Leveling Course- Monitor (FWD)
N Y
Age > 15or ESAL > 8.0
Age > 15or ESAL > 4.0
StructuralNumber >130
- Structural Treatment (L) + Leveling Course- Monitor (FWD)
- Structural Treatment (M) + Leveling Course- Monitor (FWD)
N Y
N Y
Age > 15or ESAL > 0.75
- Structural Treatment (L) + Leveling Course- Monitor (FWD)
- Structural Treatment (M) + Leveling Course- Monitor (FWD)
N Y
StructuralNumber > 80
N Y
- Structural Treatment (M)- Monitor (FWD)
- Structural Treatment (H)- Monitor (FWD)
N Y
Age > 15or ESAL > 8.0
Age > 15or ESAL > 4.0
StructuralNumber >130
- Structural Treatment (L)- Monitor (FWD)
- Structural Treatment (M)- Monitor (FWD)
N Y
N Y
Age > 15or ESAL > 0.75
- Structural Treatment (L)- Monitor (FWD)
- Structural Treatment (M)- Monitor (FWD)
N Y
StructuralNumber > 80
N Y
- Full Depth Recycle- Reconstruction- Monitor (FWD)
N Y
Rutting(T)2
- Structural Treatment (M)- Monitor (FWD)
- Structural Treatment (H)- Monitor (FWD)
N Y
Age > 15or ESAL > 8.0
Age > 15or ESAL > 4.0
StructuralNumber >130
- Structural Treatment (L)- Monitor (FWD)
- Structural Treatment (M)- Monitor (FWD)
N Y
N Y
Age > 15or ESAL > 0.75
- Structural Treatment (L)- Monitor (FWD)
- Structural Treatment (M)- Monitor (FWD)
N Y
StructuralNumber > 80
N Y
Rutting(T)1
N Y
Rutting(T)0
N Y
FIGURE 6.3Initial Decision Tree
ALBERTA INFRASTRUCTURELEGEND
L= LightM= MediumH= Heavy
BoldRegular
StructuralNon-Structural
14
LWPCAC & Age > 7(T)
2
LWPC
N Y
AC & Age > 7(T or T)0 1
N Y
Roughness(T)
0
Rutting(T)
0
N Y
Rutting(T)1
N Y
Rutting(T)2
Roughness(T)0
N Y
N Y
Roughness(T)0
Rutting(T)0
N Y
Rutting(T)
1
N Y
Rutting(T)
2
N Y
Rutting(T)
1
N Y
Rutting(T)
2
N Y
10
30
60
20
4050
7080
120
100
90
N Y
130
N Y
110
FIGURE 6.1
Structural Improvement Decision Tree
ALBERTA INFRASTRUCTUREOctober 1999
FIGURE 6.2
Non-Structural Improvement Decision Tree
ALBERTA INFRASTRUCTUREOctober 1999
Roughness( T )0
Y
Roughness( T )
2
N Y
Raveling( T )
1
DepressedTransverseCracks ( T )
0
N Y
DepressedTransverseCracks ( T )
1
N Y
DepressedTransverseCracks (T)2
N Y
Raveling( T )2
N Y
Non-StructuralRutting
N Y
200
250
280290
310320
Y
340
N Y
350
SurfaceTexture
(T o r T )1 2
Y
330
N
Roughness( T )1
DepressedTransverseCracks ( T )0
DepressedTransverseCracks ( T )1
N Y
DepressedTransverseCracks (T)2
N Y
220
240
270
N Y
300
DepressedTransverseCracks ( T )0
DepressedTransverseCracks ( T )1
N Y
DepressedTransverseCracks (T)2
N Y
210
230
N Y
260
N
N
Manitoba Transportation and Government Services
Integrating Pavement Management 1
Integrating Pavement Integrating Pavement Management (PMS) into Management (PMS) into Manitoba TransportationManitoba Transportation
Canadian Strategic Highway Research Program (C-SHRP )Asphalt InstitutePavement Preservation Briefing TourWinnipeg Feb. 21, 2001
Manitoba Transportation and Government Services
Manitoba Transportation PMSManitoba Transportation PMS
l Roadways similar in attributes will behave similarly Surface type
EnvironmentTraffic characteristics
l It costs more to maintain a poor roadway than a good roadway.
l Targeted to a Level of Service (LOS)
l Iterative system
l Based on a probabilistic approach ♥♥
Manitoba Transportation and Government Services
Integrating Pavement Management 2
Project GoalsProject Goals
l Develop meaningful Surface Condition Rating System (SCR)
l Create a Maintenance Management System (MMS) interface
l Develop & cultivate strong relationships with associated Branches.
l Provide Management with tools to review existing conditions, quantify short comings and evaluate long term strategies♥♥
Reg. Maintenance
Sealing
Overlay
Rout and Seal
Manitoba Transportation PMSManitoba Transportation PMS
PMS
SOFTWARE
SCR
LOS
MMS
♥
Manitoba Transportation and Government Services
Integrating Pavement Management 3
ChallengesChallenges
l Introduce PMS concepts into Department culture
l Reviewing the way we do businessl Defining successl Education and trainingl Staying on target ♥♥
Realizing the BenefitsRealizing the Benefits
To DateImproved communication
Technological innovations
Information exchange
New partnerships ♥♥
Manitoba Transportation and Government Services
Integrating Pavement Management 4
Realizing the BenefitsRealizing the Benefits
Long term
Optimizing resources to meet network objectives
Developing a long term preservation and improvement strategy ♥♥
Integrating Pavement Integrating Pavement Management (PMS) into Management (PMS) into Manitoba TransportationManitoba Transportation
Canadian Strategic Highway Research Program (C-SHRP ) Asphalt InstitutePavement Preservation Briefing TourWinnipeg Feb. 21, 2001 ♥
Manitoba Transportation and Government Services
Lester Deane, P.Eng.Pavement Management Engineer(204) 945-3682
1
ManitobaTransportation andGovernment Services
Rout & SealProgram
Special Operations
• performing rout and crack sealing as a preventive maintenance activity is a cost effective means of prolonging the life of bituminous pavements
2
Objectives of Crack Treatment
• Rout & Sealing prevents the intrusion of water and objects into cracks
Benefits of Proper and Timely Crack Treatment
• Extends pavement service life by:- maintaining greater pavement support- delaying rate of deterioration of existing cracks
3
Crack Cutting
Generally Manitoba uses two rout & seal configurations:4:1 40mm wide 10mm deep3:1 30mm wide 10mm deep
Routing Profile
5
Specifications:Shall meet a modified ASTM D 3405 low modulus specification
Physical Requirement SpecificationPenetration @ 25º C 110 min - 150 max Flow @ 60º C, mm 3 max.Bond @ -29º C, 200% extension (12.7mm specimen) pass 3 cyclesResilience (ASTM D3407) 60% min.Asphalt Compatibility (ASTM D3407) Pass all requirementsExtended heating @ PouringTemp., 6 hours Pass all requirements
6
Crack Cleaning and Drying
• provide a clean, dry crack channel, free of dirt and dust, which material can properly adhere to
Crack Filling Application
8
Failure
Thank You Prepared by: Vic WeselakManager Special OperationsManitoba Transportation &Government [email protected]
Preventative Maintenance Practices in the City of Winnipeg 1
3/16/01 Public Works Department Streets Maintenance Division
1
Preventative Maintenance Practices in the City of Winnipeg
Ken BoydSupport Services Engineer
3/16/01 Public Works Department Streets Maintenance Division
2
Types of Practices PerformedJoint and crack sealing program
Thin bituminous overlay (TBO) program
Preventative Maintenance Practices in the City of Winnipeg 2
3/16/01 Public Works Department Streets Maintenance Division
3
Joint & Crack Sealing
Concrete Pavements (PCC)
Asphalt over Concrete Pavements (APC)
Asphaltic Concrete Pavements (AC)
3/16/01 Public Works Department Streets Maintenance Division
4
Joint & Crack Sealing
Concrete pavements (PCC).• Joints sealed when constructed.• 2 year warranty for contracts.• Cleaned and resealed at 10-15 years.• Seal cracked slabs at same time.• Resealed as required (ideally every 7 years).
Preventative Maintenance Practices in the City of Winnipeg 3
3/16/01 Public Works Department Streets Maintenance Division
5
Joint & Crack Sealing
Asphalt over concrete pavements (APC)• 1 year reflective • 3 year reflective• Resealed as required (7 years ideally)
3/16/01 Public Works Department Streets Maintenance Division
6
Joint & Crack Sealing
Asphaltic concrete pavements (AC)• 2 year warranty seal on new pavements• Reseal as required - ideally every 7 or 8
years
Preventative Maintenance Practices in the City of Winnipeg 4
3/16/01 Public Works Department Streets Maintenance Division
7
Joint & Crack Sealing Program
Products• Hot pour, rubberized asphalt sealant• Low modulus (modified ASTM 3405)• Used for both concrete and asphalt pavements--------------------------------------------------------------------• Polyurethane sealants• Used for utility cut and isolated concrete repairs
3/16/01 Public Works Department Streets Maintenance Division
8
TBO ProgramIdentifying a TBO street by condition
• Structurally sound concrete surface • Minor concrete repairs required (<15% of joints) or
majority of concrete restorations are completed• Grade lines are generally good, not requiring massive fills
to correct• No major amounts of random cracking or faulting• Surface condition requires renewing or sealing due to
wear / spall / joint deterioration or poor drainage
Preventative Maintenance Practices in the City of Winnipeg 5
3/16/01 Public Works Department Streets Maintenance Division
9
TBO Program
Identifying a TBO street by use• Non-regional, collector or high use residential• A residential with front approaches• A residential with a back lane
Additional priority concerns include:Additional priority concerns include:• Area works and recommendations• Resident complaints• Councilors concerns
3/16/01 Public Works Department Streets Maintenance Division
10
TBO - Scaled Surface
Preventative Maintenance Practices in the City of Winnipeg 6
3/16/01 Public Works Department Streets Maintenance Division
11
TBO - Drainage
3/16/01 Public Works Department Streets Maintenance Division
12
TBO – Spalled Joints
The Beginning
Preventative Maintenance Practices in the City of Winnipeg 7
3/16/01 Public Works Department Streets Maintenance Division
13
TBO- Spalled Joints
3/16/01 Public Works Department Streets Maintenance Division
14
TBO – Spalled Joints
Preventative Maintenance Practices in the City of Winnipeg 8
3/16/01 Public Works Department Streets Maintenance Division
15
TBO – Sunken Crown
3/16/01 Public Works Department Streets Maintenance Division
16
Joint repairs
Preventative Maintenance Practices in the City of Winnipeg 9
3/16/01 Public Works Department Streets Maintenance Division
17
Joint repairs
3/16/01 Public Works Department Streets Maintenance Division
18
Completed TBO
Preventative Maintenance Practices in the City of Winnipeg 10
3/16/01 Public Works Department Streets Maintenance Division
19
3/16/01 Public Works Department Streets Maintenance Division
20
Budget
Joint & crack sealing• 6.5% of summer program budget
TBO• 15% of summer program budget• Inventory of candidates totals over 900 kilometers• Estimated cost to TBO is $65M• Replacement cost is $660M
Asset management
Preventative Maintenance Practices in the City of Winnipeg 11
3/16/01 Public Works Department Streets Maintenance Division
21
Summary
Winnipeg has 2 preventative maintenance treatments
• Joint & crack Sealing• TBO
Future• Use Asset Management
– Program (where)– Funding($$$$)
Sask Highways 3/16/01
Pavement Preventative Maintenance and Preservation Briefing Tour 1
22/02/2001 1
Pavement Preventative Maintenance and Preservation Briefing Tour
22/02/2001 2
Introductionn Saskatchewan Highways and
Transportation Pavement Maintenance and Preservation Strategies
n Ted Stobbs Preservation Engineer, Regina
n Gordon King Director of Preservation Services, Prince Albert
Sask Highways 3/16/01
Pavement Preventative Maintenance and Preservation Briefing Tour 2
22/02/2001 3
Background
n Traditionally the program has been delivered by a mix of department crews and private contractors.
n Most of the treatments discussed today have been used to some extent in Saskatchewan.
22/02/2001 4
Maintenance Management Prior to 1995
n “MAINTENANCE” program managed locally on an allotment basis
n “REHABILITATION” program managed provincially on a condition basis
Sask Highways 3/16/01
Pavement Preventative Maintenance and Preservation Briefing Tour 3
22/02/2001 5
ASSET MANAGEMENT SYSTEM
n Two Components u Surface Management System
F implemented in 1996u Maintenance Management System
F implementation to be completed in 2001
22/02/2001 6
Surface Management System n
n Two Objectivesu To determine a maintenance and
rehabilitation strategy that minimizes the long term agency cost of maintaining the asset in a defined condition.
u To predict the cost of applying specific treatments as well as the resulting conditions after the treatments were applied.
Sask Highways 3/16/01
Pavement Preventative Maintenance and Preservation Briefing Tour 4
22/02/2001 7
Maintenance Management System
n A SYSTEMATIC WAY OF MANAGING MAINTENANCE
n By:u PLANNINGu ORGANIZINGu SCHEDULINGu REVIEW/EVALUATE
22/02/2001 8
What This Meansn
budgets can be based on current conditions, technologies and related construction activities.
n The Department can set performance benchmarks for preservation activities and compare benchmarks to actual results.
Sask Highways 3/16/01
Pavement Preventative Maintenance and Preservation Briefing Tour 5
22/02/2001 9
Next Steps
n Complete implementation of the Maintenance Management System
n Continue to enhance the Surface Management System
n Continue to integrate the Department strategic direction into the two systems.