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Most people believe that a road in poor condition should be fixed first. However, pavement preservation stresses applying the right treatment, on the right road, at the right time. This means that road managers should be maintaining their existing “good” infrastructure first instead of fixing the “worst” roads first. The “right” treatment refers to the best treatment or maintenance option for a particular road. The “right road” refers to the road that is still in “good” condition. The “right time” is before the pavement is severely damaged. The public is largely unaware of the “right treatment, right road, right time” concept. This is part of the challenge for road managers. Road managers should complete smaller, less expensive repairs frequently to prolong major rehabilitation that all roads need eventually. A good pavement maintenance program will help avoid prolonged traffic disruption for major road projects and will save the community time and money. According to the FHWA, “with timely preservation [municipalities] can provide the traveling public with improved safety and mobility, reduced congestion, and smoother, longer lasting pavements.” The goal of a pavement preservation program is to enhance pavement performance and extend road “life”. This goal is accomplished through three main components: preventative maintenance, routine maintenance, and pavement rehabilitation.
Preventative Maintenance Preventative maintenance is defined as “a planned strategy of cost-effective treatments to an existing roadway system and its appurtenances that preserves the system, retards future deterioration, and maintains or improves the functional condition of the system (without significantly increasing the structural capacity),” according to the AASHTO Standing Committee on Highways.
http://ltap.colorado.edu/
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LOCAL TECHN ICAL ASS I STANCE PROGRAM
In This Issue
Work Zone Safety Guideline Products 2
Online Training and Resources 3
Preventive Pavement Maintenance 4
Roads Scholar and Supervisory Skills Graduates 6
Equipment Cutting Edge Lift 7
LTAP Fall Training Schedule 8
UNIVERSITY OF COLORADO BOULDER
....continued on page 4
PAVEMENT PRESERVATION Right Treatment Right Road Right Time
Winter 2010
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. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Renée KollerProgram Director
Lindsay MarshallTraining Coordinator
Marty Butcher & Pania MeshginOffice/Library Assistants
Jeremy GoldsmithWebmaster
The Local Technical Assistance Program (LTAP) is sponsored by the Federal Highway Administration, the Colorado Department of Transportation, and the University of Colorado at Boulder to provide information on the latest transportation issues facing Colorado’s state and local governments.
For more information, contact:Colorado LTAPUniversity of Colorado BoulderUCB 5613100 Marine St, A213Boulder, CO 80309
Office: (303) 735-3530Toll Free: (888) 848-LTAPFax: (303) 735-2968Email: [email protected]: http://ltap.colorado.edu
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Work Zone Safety Guideline Products
COLORADO LTAP
Through a Work Zone Safety Grant, the American Traffic Safety
Services Association (ATSSA) has been busy developing a set of
work zone safety guideline products designed to help practitioners
increase their understanding and application of work zone safety
improvement techniques. The ATSSA Area 2 Team has drafted 14
products that are available for download from ATSSA’s website
(ATSSA.com), or the Work Zone Clearinghouse (www.workzonesafety.
org). FREE printed copies are also available upon request.
1. High Visibility Safety Apparel in Work Zones
2. Considering Work Zone Impacts3. Work Zone Positive Protection Toolbox
4. Maintenance Work Zone Safety Pocket Guide 5. High Visibility Apparel in Work Zones Pocket Guide
6. Treating Potential Back-of-Queue Safety Hazards Guide7. WZ Safety Performance Measures Guidance Booklet8. Use of Positive Protection In Temp Traffic Control Zones9. Temporary Traffic Control Zone Pedestrian Access Considerations 10. WZ Safety: Temporary Traffic Control for Maintenance Operations 11. Field Guide for Use and Placement of Shadow Vehicles in WZ12. Field Guide on Installation and Removal of Temporary Traffic Control for Safe Maintenance and WZ Operations13. Increasing Work Zone Worker’s Visibility Through High-Visibility Safety Apparel Poster 14. Pedestrians Checklist and Considerations for Temporary Traffic Control Zones
2 Assisting Local Road & Bridge Agencies for Over 25 Years
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Online Training and ResourcesThe internet provides an amazing avenue by which to share resources and offer low-cost training. Computer based programs offer a convenient option for in-house training. This type of training is often designed to be self-paced, can accommodate multiple types of learning styles, and can fit into down times during the work day. While this type of training does not work for all subject areas, it can be rather successful for many topics.
Public Employees Leadership Academy The Iowa LTAP is developing the Public Employees Leadership Academy (The Academy), a training program designed to create better leaders and supervisors. Although this program is being developed in Iowa, it is not Iowa specific and is a good training opportunity for people and agencies needing online training around the country. The Academy is being modeled after APWA’s Public Works Institute, but has been modified to be used by both city and county personnel. APWA members will still be able to achieve APWA certification through The Academy. The modules are designed for people to complete at their own pace. Eight modules are available now (listed below in blue), and the Academy is envisioned to consist of eleven total core modules. More information can be found at www.intrans.iastate.edu/ltap/leadership_academy.htm. Supervisory Techniques & Skills Basic Management Skills Team Development Effective Communication Leadership Skills Community Service/Customer Orientation Skills Fundamentals of Government Resource Management Skills Legal Understanding Finance Public Works Operations
National Highway Institute NHI has over 85 FREE web-based trainings that can be completed in 1, 2, or 3 hours. Whether you are working in the field, have limited time for training, or just want to improve your skills, these courses provide a way to enhance your knowledge in key areas. There are a wide variety of topics including preventive pavement maintenance, erosion control, surveying, math, and bridges and culverts, just to name a few. The training programs are self-paced and can be retrieved multiple times depending on the participant’s schedule. Projected outcomes, continued education units, and length of classes are described on the NHI website; and can be accessed at http://www.nhi.fhwa.dot.gov.
Salt Institute The Salt Institute’s website is a great resource for winter training tools and information especially geared toward Snowfighter training. At http://www.saltinstitute.org/Education-Center, you will find links to download training manuals such as the Snowfighter’s Handbook. There are four Snowfighter training programs ready to use and cover Survival Lessons for Public Officials; Winter Planning and Organization; Materials; and Equipment. There are also trainer manuals and attendee handout materials available for each of these training programs. There is also additional information and resources on salt, salt storage, calibrating machines, recording storms, and de-icing options. Their website also provides valuable links to other agencies providing winter related resources.
Salt Institute’s Snow Fighter Training Tool The Salt Institute and the National LTAP Association (NLTAPA) partnered to produce a non-linear, customizable PowerPoint training. There are ten hours of available training options. This training can be downloaded and used as is, or it can be customized to your agency’s specific training needs. Out of the ten hours, agencies can decide what topics are applicable to them and only use those topics in their presentation. Agencies can also incorporate their own pictures, logos, and motto to personalized the training. Copies are available through the Colorado LTAP office at 303-735-3530.
AASHTO Clear Roads The Clear Roads program is a five module computer based training series. The interactive, self-paced modules cover Equipment Maintenance, Proper Plowing Techniques, Deicing, Blowing Snow Mitigation, and Winter Maintenance Management. Each program provides a pre- and post-test. Throughout the training, helpful tools include a glossary, printable notepad, and links to related websites. Administrators could also log in to check the progress of their employees. FREE copies of the Clear Roads training series is available from Colorado LTAP, email: [email protected] or 303-735-3530.
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COLORADO LTAP
Winter 2010 3
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Road managers should apply preventative maintenance to roads that are still in good condition as these roads are expected to have a long “service life” remaining. Preventative maintenance treatments include asphalt crack sealing, chip sealing, slurry or micro-surfacing, thin and ultra-thin hot-mix asphalt overlay, concrete joint sealing, diamond grinding, dowel-bar retrofitting, and isolated, partial, and/or full-depth concrete repairs to restore functionality of the slab; e.g., edge spalls, or corner breaks. The first tenet of pavement preservation states “right treatment.” Not all road treatments and maintenance activities are considered to be pavement preservation, or part of a pavement preservation program. Pavement preservation activities are characterized by their intended purposes. Any treatment that is designed to restore the function of the existing road system and extend its service life is considered to be part of a pavement preservation program. Treatments that increase capacity or strength, while important, are not intended to preserve the lifetime of paved roads, and as such are not part of pavement preservation. The treatments that will be discussed and explained in this article are fog seals, crack sealing and crack filling, chip seals, slurry seals, micro surfacing, and thin asphalt overlays.Fog Seals Fog seals are a method of pavement preservation that adds asphalt to an existing pavement surface. Fog seals are an inexpensive treatment that involves spreading a diluted asphalt emulsion on the roadway. This emulsion
contains no added aggregate and is diluted to about 50%. The intended purpose of a fog seal is to seal the pavement—by spreading the emulsion over the asphalt, raveling on the paved road is prevented and the asphalt is enriched. Fog seals can also be used to waterproof the road surface, prevent stone loss, and improve the surface appearance. To achieve its goal of pavement preservation, the fog seal emulsion essentially fills the voids in the surface of the paved road, creating a smooth and waterproof surface that protects the road from further damage. If a fog seal is inappropriately applied, however, the result can be a very slick pavement. This can generally be avoided by ensuring that the emulsion is properly diluted before application—the FHWA provides checklists for all of the treatments explained in this article. Fog seals are a suitable treatment for roads that have an open surface texture and are weathered, heavily aged, and/or open graded.Crack Sealing & Crack Filling Crack sealing and crack filling prevent the intrusion of water and other materials into the pavement cracks, which prevents further deterioration from the spreading of the cracks. Filling cracks is considered short-term treatment between major maintenance or rehabilitation projects. Crack sealing and filling are the right treatment for paved roads when the roadway base is sound, and the cracks are between 0.1 inch to 1 inch. Crack sealing and filling can be completed during any time of year but work best when the temperature is cooler. Decide whether a crack is “working” or “non-
....Pavement Preservation continued from page 1
4 Assisting Local Road & Bridge Agencies for Over 25 Years
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working” first in order to know whether to crack seal or crack fill. A “working crack” is a crack that has a large amount of horizontal movement. A “non-working” crack has a small amount of horizontal movement. Road managers should crack seal working cracks and crack fill non-working cracks. When crack sealing, a crack sealant should be chosen that is capable of “remaining adhered to the walls of the crack, elongating to the maximum opening of the crack and recovering to the original dimensions without rupture, expanding and contracting over a range of service temperatures without rupture or delamination from the crack walls, and resisting abrasion and damage caused by traffic” (Caltrans 3-6). There is less preparation work for crack filling and road managers can use material that have lower performance requirements that those used for cracksealing. For example, the materials used for crack filling do need some elasticity to accommodate the movement of the cracks but they do not need to be nearly as elastic or flexible as materials used for crack sealing.Chip Seals The process of a chip seal is simple: an asphalt binder is sprayed on to the pavement, and then is covered by a layer of aggregate of a uniform size (the “chips”). After the chip seal is applied, the road is rolled to ensure a proper seal, and the debris is swept away. Chip seals must be used on structurally sound roads in fair to good condition since they do not increase the structural capacity of the road. Road managers should use chip seals on roads that display a loss of surface texture. Chips seals provide a method of cost-effective treatment that protect the pavement underneath it and extend the service life of the paved road. A chip sealed road is waterproof. Small cracks and imperfections that
were present on the old surface are sealed. Chip seals are one of the most cost effective methods of treatment—the initial treatment itself is inexpensive and can last 5-7 years. With multiple applications, it is possible for a chip seal to last 10 years.Slurry Seals Like a chip seal, a slurry seal protects the pavement underneath and improves the surface of the paved road. If used on a newly paved road, a slurry seal will actually prevent surface problems, such as small cracks, raveling, and water and air permeability. However, a slurry seal is most often used to correct small surface distresses in older pavements, and to seal the surface of the paved road against further damage. A slurry seal is composed of crushed aggregate, an asphalt emulsion (and fillers), and water, which are mixed according to the manufacturer’s instructions. There are three types of aggregate used in slurry seals: Type I (fine), Type II (general), and Type III (coarse). Type I aggregate is used for slurry sealing in low traffic areas, and the fine texture is useful for maximum crack penetration. Type II are the most commonly used aggregates, used in areas of moderate to heavy traffic. Type III aggregate is used in areas where there are severe surface conditions, and provides friction and resistance for heavy traffic loads. Special equipment is required for slurry seals - a slurry mixing unit with an attached spreader box will be necessary to ensure proper application. The slurry mixture is laid down as a coating on the paved roadway as the mixer/spreader is moved forward. Again, as a method of preventative maintenance, slurry seals do not offer structural improvements, but rather extend the service life of the road by 5-7 years.Micro-surfacing Micro-surfacing is another convenient and cost-effective form of preventative maintenance for road
Winter 2010 5
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repair. Micro-surfacing is a cold-mix asphalt mixture with added polymer modifiers, used to repair small distresses on paved roads. Similar to slurry seal, micro-surfacing is made from a mixture of aggregate, an asphalt emulsion, and water. However, micro-surfacing also has additional materials, such as advanced polymers and other additives. These additional materials give microsurfacing added capabilities that slurry seals do not have. The added polymers allow micro-surfacing to be used on high volume roads—roads that typically have around ten to fifteen thousand cars per day. Urban arterials are usually suitable for microsurfacing. Micro-surfacing also requires special equipment - the micro-surfacing mixture is fed into a spreader box, which evenly spreads the mixture over one lane of paved road in a single pass. The edges of this mixture are automatically textured, and once injected with water, the micro-surfacing mixture is allowed to “cure” on the roadway. Only about 1 hour is necessary before the paved road can be opened back up for travel. Micro-surfacing application can occur during a variety of temperature and weather conditions, and can be applied at night as well. This flexibility is particularly useful for high-volume roads, as it means that the paving season is lengthened significantly. Micro-surfacing is generally accepted as extending the service life of the road for over 7 years.Thin Asphalt Overlays The final method for preventative maintenance in pavement preservation programs is thin asphalt overlays. Thin asphalt overlays are useful for any paved road with minor distress, such as raveling or light cracking that originates on the pavement surface. Thin asphalt overlay is a hot mix asphalt mixture of asphalt cement and aggregate, spread in a layer ¾ to 1 ½ inches thick over paved roads. Because the overlay is thin, the liquid asphalt layer binds the aged surface of the paved road together, and provides a strong but flexible new surface. Overlays typically last 10-15 years, and do bring a small structural benefit to the paved roads. Additionally, thin asphalt overlays restore skid resistance and ride quality, and also can reduce noise pollution on noisy pavement. Road managers should not use thin asphalt overlays to correct widespread structural damage. Instead, road managers should spread thin asphalt overlays on the road surface before significant damage occurs. Like all of the treatments used in pavement preservation, overlays are solely intended for preventative maintenance.
Routine Maintenance Routine maintenance is any day-to-day, routinely scheduled work that serves to maintain and preserve a paved roadway condition, or to restore the roadway to an adequate level of service. Routine maintenance on a paved roadway includes roadside ditch and structure cleaning and maintenance, upkeep of pavement markings, pothole repair, and crack filling. Other maintenance activities, such as corrective or catastrophic maintenance, or pavement reconstruction, are not considered a part of pavement preservation programs, because they are performed after serious damage has occurred to the paved road. Routine maintenance helps keep the paved road in serviceable
condition, and aids in pavement preservation programs.Pavement Rehabilitation
The goal of pavement rehabilitation is to extend the service life of a paved road and/
or improve road strength and load carrying capacity. Rehabilitation practices
extend pavement life by eliminating pavement cracks or by increasing the thickness of existing pavement in order to strengthen it. Pavement rehabilitation is divided into two categories that represent these two practices: minor and major rehabilitation.Minor RehabilitationMinor rehabilitation involves non-structural repairs intended to eliminate cracks due to age and environmental exposure. Minor rehabilitation activities such as these are considered to be part of pavement preservation because they are non-structural in nature.
Major RehabilitationMajor rehabilitations are
structural repairs intended to extend the life of the pavement.
These do not qualify as part of a pavement preservation program,
as they are structural enhancements. Pavement preservation programs that
make use of the preventative maintenance techniques outlined above provide long
lasting protection for municipalities’ paved roads. Studies show that for every $1 spent on
preventative maintenance and pavement preservation, the municipality saved $6-$8 on costly reconstructions and rehabilitations later. Effective pavement preservation programs, in which the roadway undergoes preventative maintenance to stop damage before it occurs, are a cost effective and safe alternative to allowing roadways to deteriorate until it is absolutely necessary to reconstruct them. By selecting the right treatment for the right road at the right time, municipalities can ensure that their roadways are long-lasting and in good condition continuously. Provided with permission from New Hampshire LTAP, Technical Note #19, Fall 2010.
Fall 2010 Graduates
Supervisory SkillsMark Dugan - City of Golden
Brock Hufford - City of WestminsterBernie McGinn - Town of Grand LakeRob McArthur - Green Mountain Falls
Roads ScholarTony Manuel Cordova - Arapahoe County
David Wodkowski - Clear Creek County Mark DeMaio - Arapahoe County Mark Welch - Montrose CountyTim Allen - Clear Creek County Tim Foust - Clear Creek CountyJohn Kadlec - Douglas CountyRay Smith - City of Alamosa
Mike Cornell - Town of MeadKris Graziul - Arapahoe CountyKevin Mercer - City of ArvadaMike Nickless - City of Arvada
Joe Falcon - City of Boulder
....Pavement Preservation continued from page 5
6 Assisting Local Road & Bridge Agencies for Over 25 Years
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Problem StatementThe changing of cutting edges on a piece of equipment as been a hardship to employees because of their size
and weight. An eight foot cutting edge can weigh up to 110 pounds. Cutting edges are normally stacked in piles and must be lifted and moved to a piece of equipment to be mounted. It requires two people and they are still prone to injury. Back and foot injuries are very common.
SolutionA cutting edge lift was designed to transport a cutting edge from a stack to the piece of equipment to be mounted.
This cutting edge lift is unique because it has multiple adjustments. The adjustments include being able to raise the lift arm by a means of a ratchet from ground level to a height of six feet. The cutting edge can be secured to the lift arm by two screw clamps on each end of the arm. The angle of the lift arm can be angled so a single person can remove an old cutting edge and mount a new cutting edge on a piece of equipment without getting on the ground or under the equipment. The cutting edge lift can be used to mount cutting edges on motor graders, front end loaders, and snowplow truck wings and plows. On a motor grader the moldboard can be angled so the old cutting edge can be removed and a new one mounted from a standing position. Two lifts have been built to date.
Labor and MaterialsThe cost of the material to build the cutting edge lift was approximately $200. That included the purchase of
a ratchet, three caster wheels, and various sizes of steel square tubing. The cost of labor was 10 hours @ $30/hr for a cost of $300. All the labor was done in the shop during slack periods of time in the winter when there was no snow removal required. Total cost of material and labor was about $500.
Benefit and SavingsCutting edge removal and replacement on equipment is
very labor intense and employees are prone to injury. The weight of cutting edges and positions it requires operators to place themselves into to get the job done is hazardous. Back, foot, knee and hand injuries are very common in this work activity. Other cutting edge lift designs are built from modified jacks having limited height capabilities and still require two operators to do the job safely. Our design eliminates hazards with multiple adjustments limiting the amount of lifting and the need for an operator to get under a piece of equipment in a dangerous position.
Contact InfoRandy Keller, Dunn County711 1ST Avenue S.W.Halliday, ND 58636701-938-4485
Winter 2010 7
CUTTING EDGE LIFTDUNN COUNTY, NORTH DAKOTA
You Show Us ContestRegional Winner
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Nonprofit Org.U.S. Postage
PAIDBoulder, CO
Permit No. 156
LOCAL TECHN ICAL ASS I STANCE PROGRAM
University of Colorado at BoulderUCB 5613100 Marine St, A213Boulder, CO 80309-0561
Basic & Advanced Welding Coming this Spring
Other Spring topics to be scheduled: RS: Preventive Pavement Maintenance RS: Introduction to Roadway Surveying Flagger Certification – Sterling, Greeley, Frisco, GJ
January13 SSDP: Ethics for New Supervisors, Denver14 SSDP: Written Communications, Denver15 SSDP: Ethics for New Supervisors, Pueblo
February 1 RS: Asset Management, Glenwood2 RS: Asset Management, Lakewood3 RS: Asset Management, Pueblo7-8 RS: OSHA Roadway WZ Const. Safety, Westminster10-11 RS: OSHA Roadway Work Zone Const. Safety, GJ
March 9 RS: Signing, Pavement Markings, & MUTCD, Frisco18 RS: Signing, Pavement Markings, & MUTCD, Montrose21 SSDP: Developing the Leader Within, Centennial23-24 RS: Defensive Driving, Denver
April 6 RS: Signing, Pavement Markings, & MUTCD, Ft Morgan11 RS: Roadway Safety & WZ Traffic Control, Glenwood12 RS: Signing, Pavement Markings, & MUTCD, Colo Spgs13 RS: Roadway Safety & WZ Traffic Control, Durango15 RS: Roadway Safety & WZ Traffic Control, Northglenn18 SSDP: WCTDT - Dealing with People, GJ19 SSDP: Effective Verbal Communication18 RS: Heavy Equipment Motor Grader-Classroom, Byers19-20 Heavy Equipment Motor Grader-In-field 1, Byers21-22 Heavy Equipment Motor Grader-In-field 2, Byers
May 4-5 RS: Defensive Driving, GJ
Back by Popular Demand
