Pavement Preservation

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 Pavement Preservation
 Pavement preservation represents a
proactive approach in maintaining existing
highways.

 It enables highway agency to reduce costly,

time consuming rehabilitation and
reconstruction projects and the associated
traffic disruptions.

 With timely preservation we can provide the

traveling public with improved safety and
mobility, reduced congestion, and smoother,
longer lasting pavements. 2
Pavement Preservation
Components

Principle:
Select the right treatment
at the right time for the right road. 3
Pavement Preservation

(FHWA) 4
Pavement Preservation

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Pavement Preservation

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Pavement Preservation

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Pavement Preservation
Treatment Time Vs. Cost

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 Pavement Preservation
Treatment Time Vs. Cost
 The sooner a maintenance or rehabilitation activity
is undertaken, the more cost-effective it will be.
 For the first 75 percent of pavement life the
pavement condition drops by about 40 percent.
 It only takes another 17-percent of pavement life for
the pavement condition to drop another 40 percent.
 In order to restore pavement condition to a
predetermined level, it will cost 4 to 5 times as
much if the pavement is allowed to deteriorate for
even 2 to 3 years beyond the optimum
rehabilitation/treatment point.
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 Pavement Preservation
Treatment Time Vs. Cost
 The increase in cost is because:
 the pavement condition must be improved
by a greater amount (e.g., “very poor” to
“very good” versus “fair” to “very good”)
 it costs more money per unit of pavement
condition increase (e.g., it costs more to go
from “very poor” to “poor” than it does
from “fair” to “good”).

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 Pavement Preservation
Preventive Maintenance
 It is "a planned strategy of cost-effective treatments to
an existing roadway system that preserves the system,
retards future deterioration, and maintains or improves
the functional condition of the system (without
significantly increasing the structural capacity).“

 It is typically applied to the pavements in good

condition having significant remaining service life.

 As a major component of pavement preservation,

preventive maintenance is a strategy of extending the
service life by applying cost-effective treatments to
the surface of structurally sound pavements.
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 Pavement Preservation
Preventive Maintenance
 Examples of preventive treatments include:
 asphalt crack sealing
 chip sealing Thin
Bituminous
 fog or slurry sealing
Surface
 micro-surfacing Treatments
 concrete joint sealing
 dowel bar retrofit
 partial depth concrete repairs 12
 Pavement Rehabilitation

Pavement Rehabilitation consists of structural/non-

structural enhancements that extend the service life of
an existing pavement and/or improve its load carrying
capacity.

Rehabilitation projects may include structural overlays

or increasing pavement thickness to strengthen
existing pavement sections to accommodate existing or
projected traffic loading conditions.

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 Pavement Rehabilitation
Minor Rehabilitation consists of non-structural
enhancements made to the existing pavement sections
to eliminate surface cracking.
Because of the non-structural nature of minor
rehabilitation techniques, these types of rehabilitation
techniques are placed in the category of pavement
preservation (e.g. non-structural overlay).
Major rehabilitation "consists of structural
enhancements that both extend the service life of an
existing pavement and/or improve its load-carrying
capability."
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 Pavement Preservation
Routine Maintenance consists of work that is
planned and performed on a routine basis to:

 maintain and preserve the condition of the

highway system, or
 to respond to specific conditions and events that
restore the highway system to an adequate level
of service
 Examples: cleaning of drainage fixtures, roads,
snow removal, crack filling, maintenance of
pavement markings, etc.

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 Corrective/Reactive Maintenance
 Corrective Maintenance activities are performed in response to
the development of a deficiency or deficiencies that negatively
impact the safe, efficient operations of the facility and future
integrity of the pavement section.
 Corrective maintenance activities are generally reactive, not
proactive, and performed to restore a pavement to an acceptable
level of service due to adverse conditions.
 Activities such as pothole repair, patching of localized pavement
deterioration, e.g. edge failures and/or grade separations along
the shoulders, isolated rut repairs through leveling, etc. are
considered examples of corrective maintenance of flexible
pavements.
 Examples for rigid pavements consist of joint restoration or full
width and depth slab replacement at isolated locations.
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 Catastrophic Maintenance

 Catastrophic Maintenance describes work activities

generally necessary to return a roadway facility back to
a minimum level of service while a permanent
restoration is being designed and scheduled.

 Examples of situations requiring catastrophic pavement

maintenance activities include road washouts,
avalanches, or rockslides.

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Catastrophic Maintenance

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 Pavement Reconstruction
 Pavement Reconstruction is the replacement of the
entire existing pavement structure by the placement of
the equivalent or increased pavement structure.
 Reconstruction may utilize either new or recycled
materials incorporated into the materials used for the
reconstruction of the complete pavement section.
 Reconstruction is required when a pavement has either
failed or has become functionally obsolete.

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 Non-structural (Functional) Overlays
 Non-structural overlays do not involve extensive structural
design and generally contribute little, if anything, to a
pavement's structural capacity.
 Non-structural overlays are generally thin surface overlays
on the order of 0.5 in. to 2.5 in. that are used to:
 Improve ride quality.
 Correct minor surface defects.
 Improve safety characteristics
such as skid resistance and
drainage.
 Enhance appearance.

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 Structural Overlays
 Structural overlays are used to increase or restore
pavement structural capacity and integrity.
 Structural overlays may be required when an increase
in heavy truck traffic is experienced or when existing
pavements are approaching the end of their designed
service life.
 Increase pavement life, reduce routine maintenance
costs, provide a smoother riding surface, and improve
skid resistance.

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 Crack Seal
• Crack seal products are used to fill individual pavement
cracks to prevent entry of water or other substances
such as sand, dirt, etc.

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 Chip Seal
 A chip seal is a thin surface
treatment constructed by
spraying a bituminous binding
agent and immediately spreading
and rolling a single layer of
aggregate cover, typically 6 to 9.5
mm (0.25 to 0.375 in.) thick.

 Chip Seals (or seal coating, BST,

Bituminous Surface Treatment) is
the application of a special
protective wearing surface to an
existing pavement.
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 CHIP SEAL
Chip Seal is applied to
• To keep water from penetrating
the road structure on paved
surfaces.
• To fill and seal cracks and
raveled surfaces of old
pavement.
• To seal the pavement surface-
minimizing the effects of aging.
• To provide an improved skid-
resistant surface.

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 Fog Seal
 A fog seal is a light application of a diluted slow-
setting asphalt emulsion to the surface of an aged
(oxidized) pavement surface.
 Used to enrich oxidized asphalt surfaces or to seal very
small cracks and surface voids.
 They may be able to postpone the need for a BST or
non-structural overlay for a year or two.

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 Slurry Seal
 A slurry seal is a homogenous mixture of emulsified
asphalt, well-graded fine aggregate and filler that has a
creamy fluid-like appearance when applied.
 Slurry seals are used to fill existing pavement surface
defects as either a preparatory treatment for other
maintenance treatments or as a wearing course.

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 Micro-surfacing
 Micro-surfacing, an enhanced slurry seal, is composed of a
mixture of polymer-modified emulsified asphalt, dense-
graded crushed fine aggregate, mineral filler and/or other
additives.
 Micro-surfacing is used as a preventive maintenance
technique for paved surfaces.
 7 to 15 mm thickness
 Roads chosen for microsurfacing
application generally have low to
moderate distress and narrow
crack width

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 Micro-surfacing vs. Slurry Seal
 The major difference between slurry seal and microsurfacing is
in how they “break” or harden.
 Slurry relies on evaporation of the water in the asphalt
emulsion.
 The asphalt emulsion used in microsurfacing contains chemical
additives which allow it to break without relying on the sun or
heat for evaporation to occur.
 Thus, microsurfacing is an application that hardens quicker than
slurry seals and can be used when conditions would not allow
slurry seal to be successfully placed.
 Streets that have a lot of shade and streets that have a lot of
traffic are good candidates for microsurfacing.
 Once placed microsurfacing needs 1 to 2 hours to set or harden
before the road is open for traffic.
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 Flexible Pavement Treatments
Milling

www.mnltap.umn.edu

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 Flexible Pavement Treatments

www.mnltap.umn.edu

HMA Overlay
After Milling of Prior Surface
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 M-2 Rehab
Inlay

Milling of Prior Surface

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 Rigid Pavement Treatments

www.mnltap.umn.edu

Joint and Crack Sealing 32

Rigid Pavement Treatments

Shallow Partial
Depth Patching
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 Rigid Pavement Treatments

www.mnltap.umn.edu

Deep Patching (Full Depth Repair)

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 Rigid Pavement Treatments

www.mnltap.umn.edu

Slab Replacement (Full Depth Repair)

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 Rigid Pavement Treatments

Slab Tube and

pump with
Hole drilled
through Slab cement paste

Void

Undersealing
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 Rigid Pavement Treatments

www.mnltap.umn.edu www.wsdot.wa.gov

Stitching - Dowel Bar Retrofit

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Rigid Pavement Treatments
These dowel bars are
ready for installation
in jointed concrete
pavement for load
transfer restoration

Grooves sawed
into the existing
concrete across
the joint or crack

Stitching - Dowel Bar Retrofit

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 Rigid Pavement Treatments

www.mnltap.umn.edu

Stitching - Dowel Bar Retrofit

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