Pavement Preservation Forum II: Investing in the Future
For
the nearly 200 participants of the National Pavement Preservation
Forum II, held in San Diego, California, in November 2001, the numbers
told the story. The Michigan Department of Transportation (DOT)
estimates that it has saved more than $700 million since implementing
a pavement preventive maintenance program in 1992. In California,
the number of lane miles in need of repair on the Nation's most
heavily traveled highway system is at its lowest level in 10 years,
thanks to an infusion of pavement preservation funds. And in a recent
survey, 34 of the 40 highway agencies that responded reported that
they have established preventive maintenance programs.
These
examples and many more were highlighted in the 3-day conference,
which gave participants an opportunity to share success stories,
detail challenges, and discuss what comes next. "Many of the
issues and challenges we face are the same," said conference
cochair Larry Orcutt of the California DOT. He urged conference
attendees to ask themselves, "What can I take back to my area
of the country? What can I do to make a difference?"
The
event, which was a follow-up to the 1998 Forum for the Future, was
sponsored by the Foundation for Pavement Preservation (FPP), Federal
Highway Administration (FHWA), and the California DOT.
From
California to Georgia, pavement preservation is ultimately about
"keeping good roads good." It involves the timely application
of carefully selected treatments to maintain or extend a pavement's
service life. These treatments may include various types of surface
seals, thin lift overlays, and crack sealing for asphalt pavements.
Treatments for concrete pavements might include crack and joint
sealing, diamond grinding, and retrofit dowel bars. The key is to
apply the treatments when the pavement is still in good condition,
with no structural damage. Placing a treatment too late will result
in poor performance, while applying treatments too early can cause
other pavement problems and use up funds before they are needed.
As keynote speaker Tommy Beatty of FHWA noted, "We must apply
the right treatment to the right road at the right time to get the
most out of our maintenance dollars."
A primary theme of the conference was the importance of education
and awareness as vehicles for promoting pavement preservation. Other
keys to success cited by forum participants were:
California
is directing more than $50 million to preventive maintenance. "The
competition for transportation funds is fierce. We had to demonstrate
the benefit of making the investment in preventive maintenance in
terms of safety, improved ride ability, and longer lasting pavements
requiring fewer and less frequent repairs," said Susan Massey,
California DOT's Pavement Program Manager. "We had to tell
them it's good business, that it's a good investment." The
DOT began its pavement preservation efforts in 1992 and now issues
an annual Pavement Condition Report, which it uses to determine
high-priority needs. The DOT also developed 10-year pavement goals,
which were implemented in 1998. These goals include reducing the
backlog of distressed lane kilometers from 22,000 (14,000 mi) to
8,000 (5,000 mi) by 2008.
Preventive
maintenance work to date has included applying a 30-mm (1.2-in)
asphalt rubber overlay to 241 lane km (150 lane mi) of Interstate
5 in Fresno. The work, which was done by Granite Construction Company,
had to be completed in 65 days and come with a 1-year warranty.
"We knew it was going to take some additional quality controls
to do the project," said Jim Queener of Granite. These measures
included performing multiple trial mixes in the lab before work
started. Granite also conducted frequent quality control tests while
the job was underway. Ultimately, "this was a really successful
job," said Queener. The DOT, said Orcutt, found that the overlay
"improved the ride dramatically and extended the pavement life
by 10 additional years."
Colorado
DOT is looking at both improving its pavements and working faster
and more efficiently by taking an innovative approach and performing
full depth restoration with precast concrete panels. An initial
test and evaluation project was conducted on US 287 near Fort Collins,
Colorado, in December 2000. Using new technology developed by URETEK
USA, three panels, approximately 3.6-m (12-ft) x 4.6-m (15-ft) each,
were removed and replaced with custom sized and shaped precast concrete
slabs. The site was reopened to traffic the same day. A project
was then conducted on I-25 in June 2001 that involved replacing
eight 3.6-m (12-ft) x 4.9-m (16-ft) panels in an overnight operation.
The site was reopened to traffic by 5:30 a.m. the next day. Colorado
is now looking at replacing 44 panels on both I-25 and US 287 this
spring using the precast method.
The
conference also provided the contractor's view. "Being a preventive
maintenance contractor has changed dramatically in the past 25 years,"
said Michael Buckingham of Strauser, Inc. "Training is an important
aspect of preventive maintenance for both the agency and the contractors.
As contractors we need to know what the most effective time is to
apply preventive maintenance treatments."
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| Full depth restoration is performed on US 287
near Fort Collins, Colorado, using precast concrete panels |
Training
is also important for the next generation of engineers. A session
on education and outreach highlighted the work the University of
Illinois is doing, in conjunction with the FPP, to develop a Pavement
Preservation curriculum that can be adapted and used by other universities.
The material will include lecture outlines, an instructor's guide,
and visual aids.
As
conference organizers and participants looked at the future of pavement
preservation, they noted that challenges exist, particularly as
top management priorities change. "As long as you can demonstrate
on a daily basis the importance of performing preventive maintenance,
you will continue to enjoy public support and the resources to get
the job done," Orcutt said. Documenting the benefits of preventive
maintenance can help maintain that support, he noted. Data must
be accurate and it should also be accessible. Surmounting the challenges
and carrying forward with the progress made to date, added conference
cochair Jim Sorenson of FHWA, will also require partnerships that
share a common vision, increased worker training, additional research
into new and improved techniques, and better communication with
stakeholders and the public.
For
more information on pavement preservation treatments and techniques,
contact Julie Trunk of the FHWA Office of Asset Management's Construction
and System Preservation Team, 202-366-1557 (fax: 202-366-9981; email:
julie.trunk@fhwa.dot.gov;
Web: www.fhwa.dot.gov/infrastruc
asstmgmt/preserv.htm),
or Steve Hersey at FPP, 703-610-9036 (fax: 703-610-9005; email: info@fp2.org;
Web: fp2.org).
|
Providing Early Protection for Pavements
"Providing Early Protection" is the
theme of a workshop on sealers and binders scheduled for March
1, 2002, in Myrtle Beach, South Carolina. The workshop will
explore the history and use of emulsified sealers and binders,
as well as current research in this area. Featured topics include
evaluating the effectiveness of sealers and binders and calibrating
equipment properly. FHWA and FPP are sponsoring the workshop,
which is being hosted by the South Carolina Department of Transportation.
For more information, contact Julie Trunk at FHWA, 202-366-1557
(fax: 202-366-9981; email: julie.trunk@fhwa.dot.gov),
or Steve Hersey at FPP, 703-610-9036 (fax: 703-610-9005; email:
info@fp2.org;
Web: fp2.org).
|
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Articles in this issue:
Pavement Preservation Forum II: Investing in the Future
A New and Improved High-Performance
Concrete
Welcome to the Word of Nondestructive Testing
Fulfilling the LTPP Promise
Highway Technology Calendar
FHWA Announces New Source of Bridge Preservation
Funding
