ALABAMA DEPARTMENT OF TRANSPORTATION · Alabama Department of Transportation Pavement Preservation Policy Pavement Preservation is the planned strategy of cost effective treatments

Robert Bentley Governor

ALABAMA DEPARTMENT OF TRANSPORTATION 1409 Coliseum Boulevard , Montgomery, Alabama 36110

MEMORANDUM

Date: August 7, 2012

From: ~ To:

George H. Conner, P. E. Maintenance Engineer

Re: ALDOr Pavement Preservat ion Pol icy

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John R. Cooper Transportation Director

Attached is a signed and executed copy of the Department's new Pavement Preservation Policy that was jointly developed w ith FHWA and approved today.

Please distribute this document to everyone in your Division that is involved with pavement preservation activities.

GHC/lc

Cc: Mr. John Cooper Mr. G. M. Harper Mr. Rex Bush Mr. Buddy Cox M r. Ron Newsome Mr. William Adams Mr. Ronnie Baldwin Division Maintenance Engineers File

Pavement Preservation Policy

Alabama Department of Transportation

Federal Highway Administration, Alabama Division

George H. Conner, PE Maintenance Engineer Alabama DOT

G. M. Harper, PE Acting Chief Engineer Alabama DOT

Jo R. Cooper ~a~~ D r ctor A abama DOT

AlDOT Pavement Preservation Pollcy

Division Administrator FHWA, Alabama Division

7 ~o 1'2-I

Date

Page 1 of 11

Alabama Department of Transportation

Pavement Preservation Policy

Pavement Preservation is the 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 ca pacity of the pavement. Pavement Preservation is considered in two categories: preventative maintenance and minor rehabilitation. These are described below and summarized on the attached matrix.

Pavement Preservation - Preventive Maintenance

Intent:

Preventive maintenance projects extend the functional adequacy of pavements. This may include work on roadway surfaces in advance of various levels of observable deterioration.

This policy subdivides preventive maintenance by making a distinction between those treatments that do not include milling of a structural layer (PM 1) and those treatments that include mill ing of a structural layer (PM 2).

AlDOT Pavement Preservation Policy Page 2 of 11

Preventive Maintenance 1 - No Milling of Structural Layers

Eligible Funding Categories:

The following funding sources should be considered for pavement preservation projects. The Maintenance Bureau will publish each year the amount of funds available by Division in the first three categories.

• Federal aid resuliacing program funds • State maintenance resurfacing program funds • State special maintenance funds • Interstate Maintenance program funds • State construction funds

Project Seoping Team:

A scope of work inspection should be conducted on each resuliacing project by the Division. The scope team should consist of appropriate personnel as determined by the Division Engineer. FHWA should be included as a member of the scope team on full involvement federally funded projects. An on-site review should be conducted by the scope team of the entire project limits. For interstate routes, the Division scope team should submit to the Maintenance Bureau for review and approval the recommended treatment along with the supporting engineering data.

Consideration for All Funding Categories:

Environmental Document: Categorical exclusion applies.

Pavement Condition Ratings Review the most current pavement condition ratings available from Materials and Tests Bureau.

Preventive maintenance treatments should be considered for pavements that need their functional adequacy extended or maintained until a more appropriate treatment can be scheduled.

Selection of preventive maintenance treatments must consider whether the in-place pavement structure is satisfactory.

Selected preventive .maintenance treatments must accommodate the maintenance of existing traffic volumes .

Preventive maintenance treatments are not appropriate when significant rutting and/or significant cracking is present.

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Milling: Single layer of any safety surface that may be present may be milled . Micro mil ling is required for mill ing depths of 1.0" or less. Mill ing of the safety layer may extend into the wearing layer between 0.25" and 0.50" (maximum) to scarify the surface and ensure that no remnant "scabs" remain.

Overlays: Limited to 1.0" of th ickness or less not counting any safety layer that may be added. Actual overlay depth is dependent on treatment selected . Safety layers are limited to 1.0" of thickness or less.

Selection of Treatments: The fo llowing pavement treatments are available for preventive maintenance. The scope team is to select the most appropriate treatment for the condition of the pavement.

• Crack Seal • Fog Seal • Scrub Seal • Chip Seal • Double Surface Treatment (DG) • Slurry Seal (micro-surfacing) • Safety Layer (OGFC or Paver Laid Surface Treatment)

Safety (General): Selection of pavement treatments should consider the frictional characteristics of both the existing pavement and proposed applications.

Eligible safety items identified by the scope team as desirable should be addressed in separate projects as funding is available.

Superelevation and Cross-slope: Not a required consideration - outside the purview of preventive maintenance.

Americans with Disabilities Act: Not a required consideration - outside the purview of preventive maintenance.

Pavement Width: Not a required consideration - outside the purview of preventive maintenance .

Roadway Geometries: Not a required consideration - outside the purview of pavement preservation.

Additional Considerations for Federal Aid funding:

Bridge Rails: Not a required consideration - outside the purview of preventive maintenance.


Guardrail (End Treatments): Not a required consideration - outside the purview of preventive maintenance.

Guardrail (General) : Not a required consideration - outside the purview of preventive maintenance.

Clear Zones: Not a required consideration - outside the purview of pavement preservation.

ALDor Pavement Preservation Policy Page 5 of 11

Preventive Maintenance 2 - Limited Milling of Structural Layers

Eligible Funding Categories :

The following funding sources should be considered for pavement preservation projects. The Maintenance Bureau will publish each year the amount of funds available by Division in the first three categories.

• Federal aid resurfacing program funds • State maintenance resurfacing program funds • State special maintenance funds • Interstate Maintenance program funds • State construction funds

Project Scoping Team:

A scope of work inspection should be conducted on each resurfacing project by the Division. The scope team should consist of appropriate personnel as determined by the Division Engineer. FHWA should be included as a member of the scope team on full involvement federally funded projects. An on-site review should be conducted by the scope team of the entire project limits. For interstate routes, the Division scope team should submit to the Maintenance Bureau for review and approval the recommended treatment along with the supporting engineering data.




Preventive maintenance treatments should be considered for pavements that need their functional adequacy extended or maintained until a more appropriate treatment can be scheduled .

Selection of preventive maintenance treatments must consider whether the in-place pavement structure is satisfactory.

Selected preventive maintenance treatments must accommodate the maintenance of existing traffic volumes.

Preventive maintenance treatments are not appropriate when significant rutting and/or significant cracking is present.


Milling: Single pass of up to fifty percent (50%) of the in-place wearing layer thickness , not counting any safety layer that may be present, except that in no case shall a remnant wearing layer of less than three-quarters of an inch (3/4") be allowed to remain. Micro milling is required for milling depths of 1.0" or less.

Overlays: limited to 2.0" of thickness or less not counting any safety layer that may be added. Actual overlay depth dependent on treatment selected . Safety layers are limited to 1.0" of thickness or less.

Selection of Treatments: The following pavement treatments are available for preventive maintenance. The scope team is to select the most appropriate treatment for the condition of the pavement.

• Hot Mix Asphalt (HMA) • Wanm Mix Asphalt CVVMA) • Safety Layer (OGFC or Paver Laid Surface Treatment)

Safety (General): Selection of pavement treatments should consider the frictional characteristics of both the existing pavement and proposed applications.

Eligible safety items identified by the scope team as desirable may be included as part of the preventive maintenance project but should not exceed five percent (5%) of the total project cost. Otherwise, safety items should be addressed in separate projects as funding is available.

Superelevation and Cross-slope: Not a requ ired consideration - outside the purview of preventive maintenance.

Americans with Disabilities Act: Install curb cuts and curb ramps along existing curb-and-gutter sections in urbanized areas.

Pavement Width: Not a required consideration - outside the purview of preventive maintenance.

Roadway Geometries: Not a required consideration - outside the purview of pavement preservation .

Additional Considerations for Federal Aid funding:


The following should be considered when submitting a project for federal aid participation and may be considered when other funding categories are used.

Bridge Rails: On Interstate routes, provide guardrail to bridge rail connections at locations where such connections are not present.

Otherwise, not a required consideration - outside the purview of preventive maintenance.

Guardrail (End Treatments): Guardrail end treatments within the proposed project that do not meet the following criteria are to be replaced:

• • •

Interstate Routes NHS (non-interstate) routes Non NHS routes

Guardrail (General) :

- NCHRP 350 - NCHRP 230 - NCHRP 230

Not a required consideration - outside the purview of preventive maintenance.

Clear Zones: Not a required consideration - outside the purview of pavement preservation.


Pavement Preservation - Minor Rehabilitation

Intent:

The intent of minor rehabil itation projects is to extend the useful life of pavements through treatments that are more involved than those used for preventive maintenance.

Eligible Funding Categories:

The following fund ing sources should be considered for pavement preservation projects. The Maintenance Bureau will publish each year the amount of funds available by Division in the first two categories.

• Federal aid resurfacing program funds • State maintenance resurfacing program funds • Interstate Maintenance Funds • State construction funds

Project Seoping Team:

A scope of work inspection should be conducted on each resurfacing project by the Division . For non-interstate routes, the scope team should consist of appropriate personnel as detenmined by the Division Engineer. FHWA should be included as a member of the scope team on full involvement federally funded projects. For interstate routes, the scope team is to include the Interstate Maintenance Review Committee. An on-site review should be conducted by the scope team of the entire project limits.




Milling: Establish a depth of milling that is sufficient to remove the oxidized and deteriorated layer of pavement. Cores should be taken as necessary to determine the depth of cracking present. Typical milling depths would be determined based on crack depth and other pavement condition data and generally should not exceed 5" in depth.

Overlays: Limited to one binder layer plus a wearing surface. When warranted , a safety layer such as an open graded friction course (OGFC) or a paver-laid surface treatment may also be added. Cross-slope and superelevation correction should be made with additional paving materials.

AlDOT Pavemen t Preservation Policy Page 9 of 11

Selection of Treatments: The following hot-m ix or warm-mix pavement treatments are available for minor rehabilitation. The scope team is to select the most appropriate combinations of treatments for the condition of the pavement.

• Adjustment layer (as needed for cross-slope andlor superelevation correction) • Binder layer, lim ited to 1 lift • Wearing layer, limited to 1 lift • Safety layer (when warranted, 90 Ibslsy or less)

The combination of binder and wearing layers should not exceed 4 inches in tota l thickness.

Safety (General) : Accident data for each proposed project should be reviewed. Compare total accident rates, run off the road (ROR) rates and wet weather accident rates to state-wide averages. Route segments with rates in these categories that are more than twice the state-wide average are to be evaluated and addressed .

Eligible safety items identified by the Scoping Team as desirable may be included as part of the preventive maintenance project but should not exceed 15% of the total project cost. Otherwise , split funding from alternate sources should be used within the project or the safety items should be addressed in a separate project as funding is available.

Superelevation and Cross-slope: Where superelevation and/or cross-slope warrant adjustment, provide correction information within the project in accordance with ALDOT Guideline for Operation 5-26.

Americans with Disabilities Act: Install curb cuts and curb ramps along existing curb-and-gutter sections in urbanized areas.

Pavement Width : All efforts should be made to facilitate a 28 ft roadway width when physically possible. Widening efforts should be funded from alternate sources.

Roadway Geometries: Not a required consideration - outside the purview of pavement preservation.

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Additional Considerations for Federal Aid Funding:

The following should be considered when submitting a project for federal aid participation and may be considered when other funding categories are used.

Bridge Rails: Bridges on NHS routes with rails that are not NCHRP 350 compliant are to be retrofitted except in cases where retrofitting is technically infeasible (e.g., widening of the bridge) .

Guardrail (End Treatments): Guardrail end treatments within the proposed project that do not meet the following criteria are to be replaced :

• Interstate routes - NCHRP 350 • NHS (non-interstate) routes - NCHRP 230 • Non NHS routes - NCHRP 230

Guardrail (General): Repair of existing damaged guardrail should be included in the proposed project.

Missing or unconnected bridge approach rails should be included in the proposed project.

Identification of guardrail that is too low should be made by the District Managers through the Division Maintenance Engineer or by visual observation of the scope team. Guardrail that is too low may be adjusted, raised or reset within the proposed project. OthelWise, guardrail upgrade projects should be identified , prioritized and developed by the Division.

Clear Zones: Not a required consideration - outside the purview of pavement preservation .

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Documents

ALABAMA DEPARTMENT OF TRANSPORTATION · Alabama Department of Transportation Pavement Preservation Policy Pavement Preservation is the planned strategy of cost effective treatments