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Preservation Approaches for High-Traffic-Volume Roadways (2011)

Chapter: Appendix A - Annotated Bibliography

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Suggested Citation:"Appendix A - Annotated Bibliography." National Academies of Sciences, Engineering, and Medicine. 2011. Preservation Approaches for High-Traffic-Volume Roadways. Washington, DC: The National Academies Press. doi: 10.17226/14508.
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Suggested Citation:"Appendix A - Annotated Bibliography." National Academies of Sciences, Engineering, and Medicine. 2011. Preservation Approaches for High-Traffic-Volume Roadways. Washington, DC: The National Academies Press. doi: 10.17226/14508.
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Suggested Citation:"Appendix A - Annotated Bibliography." National Academies of Sciences, Engineering, and Medicine. 2011. Preservation Approaches for High-Traffic-Volume Roadways. Washington, DC: The National Academies Press. doi: 10.17226/14508.
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Suggested Citation:"Appendix A - Annotated Bibliography." National Academies of Sciences, Engineering, and Medicine. 2011. Preservation Approaches for High-Traffic-Volume Roadways. Washington, DC: The National Academies Press. doi: 10.17226/14508.
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Suggested Citation:"Appendix A - Annotated Bibliography." National Academies of Sciences, Engineering, and Medicine. 2011. Preservation Approaches for High-Traffic-Volume Roadways. Washington, DC: The National Academies Press. doi: 10.17226/14508.
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Suggested Citation:"Appendix A - Annotated Bibliography." National Academies of Sciences, Engineering, and Medicine. 2011. Preservation Approaches for High-Traffic-Volume Roadways. Washington, DC: The National Academies Press. doi: 10.17226/14508.
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Suggested Citation:"Appendix A - Annotated Bibliography." National Academies of Sciences, Engineering, and Medicine. 2011. Preservation Approaches for High-Traffic-Volume Roadways. Washington, DC: The National Academies Press. doi: 10.17226/14508.
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Suggested Citation:"Appendix A - Annotated Bibliography." National Academies of Sciences, Engineering, and Medicine. 2011. Preservation Approaches for High-Traffic-Volume Roadways. Washington, DC: The National Academies Press. doi: 10.17226/14508.
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Suggested Citation:"Appendix A - Annotated Bibliography." National Academies of Sciences, Engineering, and Medicine. 2011. Preservation Approaches for High-Traffic-Volume Roadways. Washington, DC: The National Academies Press. doi: 10.17226/14508.
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Suggested Citation:"Appendix A - Annotated Bibliography." National Academies of Sciences, Engineering, and Medicine. 2011. Preservation Approaches for High-Traffic-Volume Roadways. Washington, DC: The National Academies Press. doi: 10.17226/14508.
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Suggested Citation:"Appendix A - Annotated Bibliography." National Academies of Sciences, Engineering, and Medicine. 2011. Preservation Approaches for High-Traffic-Volume Roadways. Washington, DC: The National Academies Press. doi: 10.17226/14508.
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Suggested Citation:"Appendix A - Annotated Bibliography." National Academies of Sciences, Engineering, and Medicine. 2011. Preservation Approaches for High-Traffic-Volume Roadways. Washington, DC: The National Academies Press. doi: 10.17226/14508.
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Suggested Citation:"Appendix A - Annotated Bibliography." National Academies of Sciences, Engineering, and Medicine. 2011. Preservation Approaches for High-Traffic-Volume Roadways. Washington, DC: The National Academies Press. doi: 10.17226/14508.
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Alberta Ministry of Transportation (Alberta MOT). Guidelines for Assessing Pavement Preservation Treatments and Strategies. Alberta MOT, Edmonton, Alberta, Canada, 2006. No abstract available. American Meteorological Society (AMS). Climate. Glossary of Meteo- rology. AMS, Boston, Mass., 2008. No abstract available. Applied Pavement Technology, Inc. (APTech). Asphalt Pavement Recy- cling Technologies. Participant Workbook. NHI Course No. 131050. Publication FHWA-NHI-02-061. National Highway Institute, FHWA, U.S. Department of Transportation, 2002. No abstract available. Austroads Inc. Fibre-Reinforced Seals. Austroads, Inc., Sydney, Australia, 2005. No abstract available. Beatty, T. L., D. C. Jackson, D. A. Dawood, R. A. Ford, and J. S. Moulthrop. Pavement Preservation Technology in France, South Africa, and Australia. Report FHWA-PL-03-001. FHWA, U.S. Department of Transportation, 2002. An increasing number of highway agencies have found that applying relatively low-cost surface preservation treatments can extend the ser- vice life of a pavement. The Federal Highway Administration, American Association of State Highway and Transportation Officials, and National Cooperative Highway Research Program sponsored a scanning study of France, South Africa, and Australia to investigate innovative programs for pavement preservation. The U.S. delegation observed that the coun- tries visited are committed to designing and building long-lasting structural pavement sections on their national roadway networks. The countries focus on road maintenance, using low-cost seals and thin over- lays on surfaces to protect their investment in underlying layers, rather than on more costly rehabilitation. The scanning team’s recommenda- tions for U.S. application include developing demonstration projects using deep-subbase and deep-base roadway designs, testing innovative procedures to improve chip seal performance, conducting a best-practices seminar on long-term maintenance contacts, and evaluating pavement condition survey vehicles. Bemanian, S., P. Polish, and G. Maurer. State-of-the-Practice on CIR and FDR Projects by Nevada DOT. Presented at 85th Annual Meet- ing of the Transportation Research Board, Washington, D.C., 2006. One of the biggest challenges that public agencies face is how to opti- mize available funding. With the price of bituminous materials 70% higher than in the preceding 2 years and increased demand for capacity- improvement projects, it is more important than ever to use in-place materials when rehabilitating pavement structural sections. Cold in- place recycling (CIR) and full-depth reclamation (FDR) are two pavement rehabilitation strategies that the Nevada Department of Transportation (NDOT) has used for more than 20 years. These strategies have allowed NDOT to save more than $600 million over the past 20 years compared with complete-reconstruction costs. In addition, traffic interruptions are minimized during construction, and natural resources are pre- served. According to the Highway Performance Monitoring System data, NDOT has the highest percentage of its combined National High- way System Interstate and other roadways rated in the “good” category. The reason for this achievement is that NDOT uses a proactive pave- ment management system (PMS) to prioritize its pavement preserva- tion projects. A considerable amount of CIR and FDR rehabilitation work is performed in conjunction with the proactive PMS. Because these strategies are more cost-effective than overlay, mill and overlay, or reconstruction, NDOT can rehabilitate more roads with less money. This report describes how to select, design, and construct suc- cessful CIR and FDR projects. The performances of the strategies are evaluated, and life-cycle cost analysis is developed to demonstrate the cost-benefit of CIR and FDR versus conventional rehabilitation strategies. California Department of Transportation (Caltrans). Maintenance Technical Advisory Guide (MTAG): Volume I—Flexible Pavement Preservation, 2nd ed. Caltrans, Sacramento, Calif., 2008. www.dot .ca.gov/hq/maint/MTA_GuideVolume1Flexible.html. This publication was prepared by HQ Maintenance to assist in making better and more informed decisions on maintenance practices. It is designed for several levels of use, ranging from general instruction to specific work practice descriptions. It should be of use to district main- tenance managers, maintenance supervisors, superintendents, and field personnel. Construction personnel and designers may also find use for the information. This publication consists of several parts. The first chapter is a review of pavement preservation and maintenance principles, as well as a detailed technical discussion on the materials used in maintenance treatments. This is followed by a chapter describing a simplified treatment-selection process. The remaining Chapters 3–8 describe the various maintenance treatments currently in use by Cal- trans and provide information on how to design and construct them. Chapters 3–8 can be used as stand-alone documents for the respec- tive treatments. Other chapters on new treatments may be added at a later time. A P P E N D I X A Annotated Bibliography 93

Chen, D. H., D. F. Lin, and H. L. Luo. Effectiveness of Preventive Maintenance Treatments Using Fourteen SPS-3 Sites in Texas. Journal of Performance of Constructed Facilities. Vol. 17, No. 3, 2003, pp. 136–143. Fourteen Texas SPS-3 test sites were studied to determine effectiveness of preventative maintenance treatments (PMTs). These sections were built on four highway classifications (IH, US, SH, and FM) in different climates and with different levels of traffic and subgrade support. Almost all 14 SPS-3 sites were given PMTs (thin overlay, slurry seal, crack seal, and chip seal) in fall 1990. The distress score concept used by the Texas Department of Transportation (TxDOT) was adopted in this study to judge the effectiveness of PMTs. TxDOT has used this concept since the early 1980s, though the utility factors have been revised a few times. The distress score quantifies the visible surface wear due to traffic and envi- ronmental influences. Only very few sections experienced premature failures on the SPS-3 sites in Texas. In many cases, superior underlying pavement conditions have been found. The chip seal has the most sites in which it is rated the best performer. The chip seals performed well on a wide range of pavement conditions. In fact, chip seals have the high- est distress score for both high- and low-traffic areas. When initial cost is considered, crack seal provides the best alternative for low-traffic routes that have a sound underlying pavement structure. For high-traffic routes, chip seal is a better choice. However, a thin overlay is the most effective for rut resistance. Since the thin overlay has the highest initial cost, it is best used on high-traffic routes where rutting is a major con- cern. If rutting is not a concern, chip seal is the best choice for a high- traffic area. The treatments applied to US84 sections were too late and did not reach 7 years of life as normally was expected, which reconfirms that the timing for PMT is important. Chou, E. Y., D. Datta, and H. Pulugurta. Effectiveness of Thin Hot Mix Asphalt Overlay on Pavement Ride and Condition Performance. Report FHWA/OH-2008/4. Ohio Department of Transportation, Columbus, Ohio, and FHWA, U.S. Department of Transportation, 2008. The objectives of this study were (1) to determine the cost-effectiveness of thin hot-mix asphalt (HMA) overlays as a maintenance technique; (2) to determine under what conditions a thin overlay would be suit- able; (3) to determine the timing of constructing a thin overlay to maximize its benefits; and (4) to develop a prototype aggregate source information system to correlate aggregate source quality to pavement performance. Performance data for thin overlays constructed by ODOT since 1990 were collected to study the cost-effectiveness of thin overlay. The average thin overlay project cost is about 40% of the average minor rehabilitation project cost for the Priority System, and approximately 60% for the General System pavements. In contrast, the average service life of a thin overlay is generally more than 70% of that of a minor reha- bilitation. Therefore, most of the thin overlays are deemed cost-effective. Thin overlay projects that are not cost-effective tend to be those per- formed on very poor pavements and with insufficient thickness. Thin overlays are most likely to be cost-effective if the existing pavement’s PCR score is between 70 and 90 for Priority System and between 65 and 80 for General System pavements. A prototype aggregate source GIS system was developed. Higher aggregate soundness loss correlates with higher pavement deterioration rate. A thin HMA overlay is generally a cost-effective maintenance treatment. Employed properly, thin overlay provides a relatively low-cost alternative in preserving and extending the service life of the existing pavement. Correa, A. L., and B. Wong. Concrete Pavement Rehabilitation Guide for Diamond Grinding. Report FHWA-SRC-1/10-01(5M). FHWA, U.S. Department of Transportation, 2001. This technical bulletin recommends procedures for selecting, design- ing, and constructing diamond grinding in portland cement concrete pavements. Diamond grinding consists of removing surface irregulari- ties from concrete pavements that are often caused by faulting, curling, and warping of the slabs. The main benefits of properly using this tech- nique include smoother ride, reduced road noise, and improved fric- tion. Diamond grinding can be used as a stand-alone rehabilitation technique. However, FHWA recommends its use as part of a compre- hensive concrete pavement rehabilitation (CPR) program. Information regarding cost and performance is also included in this document. This document has been prepared in part with information collected under the sponsorship of FHWA’s Special Project 205, Quality Concrete Pave- ment Rehabilitation. Other documents to provide similar guidance in other CPR techniques will follow. Croteau, Jean-Martin, Peter Linton, J. Keith Davidson, and Gary Houston. Seal Coat Systems in Canada: Performances and Practice. Presented at 2005 Annual Conference of the Transportation Associ- ation of Canada, Calgary, Alberta, 2005. This paper describes how seal coat systems have been used in Canada and other countries for many decades. In fact, the development of the seal coat system is closely associated with the increased usage of the automobile. Today, seal coating it is the most common type of roadway surfacing in Canada. Seal coat is a thin wearing course made of super- imposed layers of aggregate and bituminous binder. This type of treat- ment may be used to restore the surface characteristics of existing worn-out roadway or to waterproof and preserve an existing roadway. They may be applied onto an existing bound material or an unbound road base. This type of treatment forms an impervious thin overlay over an existing bound or unbound surface. Seal coat systems may be divided into two families of treatments: the chip seal system and graded seal sys- tems. Chip seals combine the application of a layer of calibrated chips onto a layer of a cationic rapid setting bitumen emulsion, whereas the graded seals are systems that combine the application of a dense-graded or gap-graded aggregate onto a layer of anionic high float type bitumen emulsion. Each system may be applied as a single application or a mul- tiple application. Seal coat systems may be applied at spread rates that range from 14 kg/m2 for a single chip seal applied onto an existing bitu- minous surface to 40 kg/m2 for a double high float seal treatment applied onto an unbound granular base. Many parameters, such as the traffic and the existing surface conditions, must be considered in the design of a specific seal coat system for a given roadway. Field adjustments are also important; field conditions such as ambient temperature, the time of the year, and the sun/cloud conditions must be taken into account as well. The success of this type of treatment is not only associated with the selection of an optimal design but also with the close attention to the local conditions during the field application. This paper presents an overview of the seal coating technologies and a discussion on the state of the practice, including design practices and construction pro- cedures of these surface treatments in Canada and abroad. In addition, the paper introduces new concepts related to the selection of seal coat- ing systems as well as the emerging chip sealing systems now available in North America. Cuelho, E., R. Mokwa, and M. Akin. Preventive Maintenance Treat- ments of Flexible Pavements: A Synthesis of Highway Practice. Report FHWA/MT-06-009/8117-26. Montana Department of Transportation, Helena, Mont., and FHWA, U.S. Department of Transportation, 2006. An extensive literature review was conducted to synthesize past and ongoing research related to highway pavement maintenance and preser- vation techniques. The literature review was augmented with a web- based e-mail survey that was distributed to all 50 states, Washington, D.C., and 11 Canadian provinces, for a total of 62 recipients. The litera- ture review and survey results provide interesting qualitative overviews 94

95 of the state of the practice of preventive maintenance treatments and how these treatments are instigated, managed, and accessed by trans- portation department personnel throughout North America. This report focuses on studies that quantified the performance of various preventive maintenance treatments, including the effect these treatments have on pavement performance. The study indicates that ranges of reported life expectancies for treatment systems vary widely, as does reported unit costs. The lack of conclusive quantitative data is attributed to variations in the many aspects of treatment systems. Additional research is needed to quantify and enhance our understanding of the short- and long-term effects that treatment systems have on highway pavement surfaces. State- or region-specific research is critically important to ensure that funds are wisely used for extending the life of a pavement section or for repairing ailing pavement surfaces. Dunn, L., and S. Cross. Basic Asphalt Recycling Manual. Asphalt Recycling and Reclaiming Association, Annapolis, Md., 2001. The growing demand on our nation’s roadways over that past couple of decades, decreasing budgetary funds, and the need to provide a safe, effi- cient, and cost-effective roadway system has led to a dramatic increase in the need to rehabilitate our existing pavements. The last 25 years has also seen a dramatic growth in asphalt recycling and reclaiming as a tech- nically and environmentally preferred way of rehabilitating the existing pavements. Asphalt recycling and reclaiming meets all of our societal goals of providing safe, efficient roadways, while at the same time dras- tically reducing both the environmental impact and energy (oil) con- sumption compared to conventional pavement reconstruction. Eltahan, A. A., J. F. Daleiden, and. A. L. Simpson. Effectiveness of Main- tenance Treatments of Flexible Pavements. Transportation Research Record: Journal of the Transportation Research Board, No. 1680, TRB, National Research Council, Washington, D.C., 1999, pp. 18–25. To achieve effective pavement maintenance, the life expectancy and timing of treatment applications need to be determined. The Long- Term Pavement Performance (LTPP) program includes the Specific Pavement Study-3 (SPS-3), which focuses on this subject. The treat- ments applied are chip seals, crack seals, slurry seals, and thin overlays. In studying the life expectancy, it is not feasible to wait for all the sec- tions in the experiment to fail. Thus, there is a need to determine the life expectancy while making efficient use of the available data-collection funds. Survival data analysis is a statistical technique that meets this need by accounting for the portion of the sections in which the exact time the treatment lasted is not known. The application of this tech- nique to flexible-pavement maintenance is presented. In addition, some results of the LTPP SPS-3 experiment are presented to the highway community. The focus is on the LTPP Southern Region (Alabama, Arkansas, Florida, Mississippi, Oklahoma, Tennessee, and Texas). The results showed that the probability of failure was two to four times higher for the sections that were in poor condition at the time the treat- ment was applied than those sections that were in better condition. The median survival times for thin overlays, slurry seals, and crack seals were 7, 5.5, and 5 years, respectively. The chip-seal sections had not yet reached the 50% failure probability after 8 years of the SPS-3 experiment. Accord- ingly, chip seals appear to have outperformed the other treatments inves- tigated in this study in delaying the reappearance of distress. Federal Highway Administration (FHWA). 2002 Status of the Nation’s Highways, Bridges, and Transit: Conditions and Performance. Report FHWA-PL-03-003. FHWA, U.S. Department of Transportation, 2002. The report provides Congress and other decision makers with an objec- tive appraisal of highway, bridge, and transit physical conditions; oper- ational performance; financing mechanisms; and future investment requirements. Federal Highway Administration (FHWA) and Foundation for Pave- ment Preservation (FP2). A Pocket Guide to Asphalt Pavement Preser- vation. Foundation for Pavement Preservation and FHWA, U.S. Department of Transportation, 2005. No abstract available. Galehouse, L. Development of a Pavement Preventive Maintenance Program for the Colorado Department of Transportation. Report CDOT-DTD-R-2004-17. Colorado Department of Transportation. Denver, Colo., 2004. The National Center for Pavement Preservation was contracted to review the Colorado Department of Transportation’s preventive main- tenance program. Each region was visited to discuss various preventive maintenance treatments and examine current maintenance practices. Areas requiring further action before implementing a successful preven- tive maintenance program were identified. This document contains field reports for each of the six regions visited. Also included in this report are Appendix A, Preventive Maintenance Program Guidelines, and Appen- dix B, Distress Manual for HMA and PCC Pavements. Galehouse, L., J. S. Moulthrop, and R. G. Hicks. Principles of Pave- ment Preservation: Definitions, Benefits, Issues, and Barriers. TR News, No. 228, Sept.–Oct., 2003, pp. 4–9. Americans are accustomed to easy mobility on safe, smooth, and well- maintained roads. These same roads play a critical role in the nation’s economy, bolstering agriculture, industry, commerce, and recreation. During the 1990s, the nation’s highways experienced a 29% increase in use, and growth is expected in the next 10 years. Large commercial truck traffic increased by nearly 40%, with growth projected to continue at more than 3% per year during the next 20 years. In addition, more than 95% of personal travel is by automobile. Increasing the capacity of high- ways, therefore, is important in meeting the nation’s needs. But can the United States finance future highway capacity while addressing the needs of the current system? Yes—by developing a strategic plan that includes pavement preservation. Geiger, D. Memorandum: Pavement Preservation Definitions. FHWA, U.S. Department of Transportation, 2005. www.fhwa.dot.gov/pave ment/preservation/091205.cfm. No abstract available. Geoffroy, D. N. NCHRP Synthesis of Highway Practice 223: Cost- Effective Preventive Pavement Maintenance. TRB, National Research Council, Washington, D.C., 1996. This synthesis will be of interest to highway agency executive manage- ment, including administrative, budget, and finance personnel; pave- ment design, construction, and maintenance engineers; and maintenance operations personnel, including supervisors and maintenance crew lead- ers. This synthesis describes the state of the practice with respect to set- ting a coherent strategy of cost-effective preventive maintenance for extending pavement life. This report of the Transportation Research Board describes the practices of state, local, and provincial transporta- tion agencies that are attempting to minimize the life-cycle costs of pavements and are identifying, during the design of the pavement rehabilitation, reconstruction, or construction projects, the future preventive maintenance treatments and the timing and funding for those treatments. It includes a review of domestic literature and a sur- vey of current practices in North America. The appendices include a primer on pavement design and construction, the benefits of preven- tive maintenance of pavements, a summary of the questionnaire data collected, a simulation of pavement management strategies, and an example process to demonstrate the cost-effectiveness of preventive maintenance.

Gilbert, T. M., P. A. Olivier, and N. E. Galé. Ultra Thin Friction Course: Five Years on in South Africa. Proc., 8th Conference on Asphalt Pavements for Southern Africa (CAPSA’04), Sun City, South Africa, 2004. In the past 5 years, ultra-thin friction course has been successfully paved on some of the heaviest trafficked national highways in South Africa, as well as on other national routes, provincial highways, provincial rural roads, urban major and minor arterials, and urban industrial roads and local roads. Ultra-thin friction coarse (UTFC) is ultimately a very thin asphalt layer paved at between 15 mm and 20 mm thick while spraying a thick tack-coat to the road surface all in one pass. It has a number of functional properties and advantages over other conventional asphalt paving procedures and products, which are mentioned later on in the paper. The essence of this paper describes the origin and history of UTFC, its various applications over the past 5 years in South Africa, including the performance and nonperformance thereof, with recom- mendations for future use in Southern Africa. Gransberg, D. D. Chip Seal Program Excellence in the United States. Transportation Research Record: Journal of the Transportation Research Board, No. 1933, Transportation Research Board of the National Academies, Washington, D.C., 2005, pp. 72–82. A survey of U.S. public highway and road agencies that use chip seals as a part of their roadway maintenance program was developed and con- ducted to identify best practices in chip seal design and construction. A total of 72 individual responses from 42 states and 12 U.S. cities and counties were received; of those, nine respondents reported that they were getting excellent results from their chip seal programs. Those responses were grouped together and analyzed by the case study method to identify trends that lead to consistently excellent chip seal results. The study found that the successful chip seal programs had much in com- mon. They use chip seals as a preventive maintenance tool, applying them to roads before distress levels were classified as moderate. They require their contractors to use the latest technology, and they exploit advances in materials science, such as the use of modified binders. And most of them use chip seals on both high- and low-volume roads. Gransberg, D., and D. M. B. James. NCHRP Synthesis of Highway Practice 342: Chip Seal Best Practices. Transportation Research Board of the National Academies, Washington, D.C., 2005. This synthesis report provides an overview of successful chip seal prac- tices in the United States, Canada, and overseas. Although not meant to be an exhaustive study, it covers the spectrum of chip seal practice and presents, where possible, the state of the art, as reported in the literature and survey responses. The report presents ways to assist in the devel- opment and implementation of pavement preservation programs by identifying the benefits of using chip seal as part of a preventive main- tenance program. Innovative and advanced chip seal programs from around the world were identified with respect to critical factors that can be incorporated by other transportation agencies. Approximately 40 best practices were identified in the areas of chip seal design methods, con- tract administration, equipment practices, construction practices, and performance measures. The increased use of chip seals for maintenance can be a successful, cost-effective way of using preventive maintenance to preserve both low-volume and higher-volume pavements. Grogg, M., K. D. Smith, S. B. Seeds, T. E. Hoerner, D. G. Peshkin, and H. T. Yu. HMA Pavement Evaluation and Rehabilitation: Reference Manual. National Highway Institute, FHWA, U.S. Department of Transportation, 2001. This document serves as the reference manual for the FHWA/NHI training course HMA Pavement Evaluation and Rehabilitation. The course provides detailed information to assist pavement engineers in identifying and selecting the reliable and cost-effective rehabilitation alternatives for existing HMA pavements. It addresses the rehabilitation process for conventional HMA pavements in a logical sequence, from a detailed functional and structural evaluation of the existing pavement, to a needs assessment and development of feasible alternatives, to the selection of the preferred rehabilitation alternative. The course com- bines lectures and workshop sessions to provide participants with hands-on experience with the techniques for HMA pavement rehabili- tation. Although any individual associated with pavement rehabilita- tion will benefit from this course, the primary audience is roadway design, construction, and maintenance engineers who are responsible for developing and selecting an agency’s pavement rehabilitation alter- natives. This reference manual contains four blocks of material. The first block contains an introduction to the course, as well as an intro- duction to HMA pavements. Block 2 discusses the pavement evaluation process, describing ways of evaluating and characterizing the condition of the existing HMA pavement. Block 3 presents key design and con- struction information on common HMA pavement maintenance and rehabilitation activities, such as crack sealing, surface treatments, over- lays, and recycling. Finally, Block 4 describes a methodology for select- ing the preferred rehabilitation alternative from a short list of feasible alternatives, featuring the use of life-cycle cost analysis. Two other doc- uments accompany this reference manual for the training course. A par- ticipant’s workbook has been developed to assist participants in following the presentation of the course materials and to facilitate the comprehen- sion of the information. It also contains the four workshop problems that are intended to enhance participants’ understanding of the technical material presented in the course. An instructor’s guide has been assem- bled to assist instructors in presenting the training course, and it contains supplemental notes on the presentation and workshop materials. Hall, K. T., C. E. Correa, and A. L. Simpson. NCHRP Web Document 47: LTPP Data Analysis—Effectiveness of Maintenance and Rehabil- itation Options. Transportation Research Board of the National Academies, Washington, D.C., 2002. This report finds that overlay thickness and preoverlay roughness level were the two factors that most influenced the performance of asphalt overlays of asphalt pavements. Hein, D., and J. M. Croteau. The Impact of Preventive Maintenance Programs on the Condition of Roadway Networks. Presented at 2004 Annual Conference of the Transportation Association of Canada, Québec City, Québec, 2004. This paper describes the best practice for the use of thin surface restora- tion techniques for the preservation of bituminous pavements developed as a part of the Canadian National Guide for Sustainable Municipal Infrastructure (NGSMI). Thin surface restoration techniques are treat- ments applied to the pavement surface that increase pavement thickness by less than 40 mm. This distinction is made because overlays that are 40 mm thick or more are usually associated with routine paving opera- tions. The following treatments are described in this paper: (1) thin hot-mix overlay (less than 40 mm); (2) hot-in-place recycling; (3) microsurfacing; (4) slurry seal; (5) seal coat; (6) restorative seal; and (7) texturization. Thin surface restoration techniques do not sig- nificantly increase the strength of the pavement but benefit pavements by protecting the pavement structure from premature deterioration or by improving or restoring the pavement surface. Thin pavement sur- face restoration techniques are also well suited as temporary treatments until a permanent treatment can be implemented. The benefits of using thin surface restoration techniques can be realized in several ways. The paper describes the technology of thin surface restoration techniques for bituminous pavements, including materials and construction techniques, 96

expected service life and costs, surface preparation requirements, detailed procedures for choosing between alternative treatments, exam- ples of use by Canadian municipalities, potential challenges, and new developments. The use of thin surface restoration techniques promotes the use of preventive maintenance for pavement preservation. It describes how to use thin surface restoration techniques as preventive maintenance treatments, and provides guidelines on how to incorporate the use of these treatments into existing pavement management procedures. Pro- vided in this paper are guidelines for the systematic evaluation of the performance of new treatments. The use of thin surface restoration tech- niques should be part of the pavement preservation toolbox of all munic- ipal agencies. Hicks, R. G. Treatment Selection for Flexible Pavements. Presented at California Pavement Preservation Conference, Newport Beach, Calif., 2008. No abstract available. Hicks, R. G., and R. Marsh. Pavement Preservation Sub-Group on Strategy Selection and Evaluation. Presentation to Caltrans, 2005. www.dot.ca.gov/hq/maint/PavePres/04pptg.pdf. No abstract available. Hicks, R. G., S. B. Seeds, and D. G. Peshkin. Selecting a Preventive Maintenance Treatment for Flexible Pavements. Presented at Foun- dation for Pavement Preservation Conference, 1999. No abstract available. Hicks, R. G., S. B. Seeds, and D. G. Peshkin. Selecting a Preventive Maintenance Treatment for Flexible Pavements. Report FHWA-IF- 00-027. Foundation for Pavement Preservation (FP2), Washington, D.C., and FHWA, U.S. Department of Transportation, 2000. Maintenance engineers have been applying treatments to both flexible and rigid pavements for as long as such pavements have existed. The types and application of various treatments for both corrective and pre- ventive maintenance have been the subject of research studies over a number of years, and many publications have reported these findings. Recently, the Federal Highway Administration (FHWA) has initiated an effort to encourage DOTs (state and local) to begin, or extend, the prac- tice of preventive maintenance, since there simply is not enough money available to continue the types of maintenance currently employed. This report specifically addresses flexible pavement preventive maintenance, including the types of pavements that are candidates for preventive maintenance, the available treatments, where and when they should be used, their cost-effectiveness, the factors to be considered in selecting the appropriate treatment strategy, and a methodology to determine the most effective treatment for a particular pavement. Hoerner, T. E., K. D. Smith, H. T. Yu, D. G. Peshkin, and M. J. Wade. PCC Pavement Evaluation and Rehabilitation: Reference Manual. National Highway Institute, FHWA, U.S. Department of Transporta- tion, 2001. This document serves as the reference manual for the FHWA/NHI training course PCC Pavement Evaluation and Rehabilitation. The course provides detailed information to assist pavement engineers in identifying and selecting the reliable and cost-effective rehabilitation alternatives for existing PCC pavements. It addresses the rehabilitation process for conventional PCC pavements in a logical sequence, from a detailed functional and structural evaluation of the existing pavement, to a needs assessment and development of feasible alternatives, to the selection of the preferred rehabilitation alternative. The course com- bines lectures and workshop sessions to provide participants with hands- on experience with the techniques for PCC pavement rehabilitation. Although any individual associated with pavement rehabilitation will benefit from this course, the primary audience is roadway design, construction, and maintenance engineers who are responsible for devel- oping and selecting an agency’s pavement rehabilitation alternatives. This reference manual contains four blocks of material. The first block contains an introduction to the course, as well as an introduction to PCC pavements. Block 2 discusses the pavement evaluation process, describ- ing ways of evaluating and characterizing the condition of the existing PCC pavement. Block 3 presents key design and construction informa- tion on common PCC pavement maintenance and rehabilitation activ- ities, such as crack sealing, surface treatments, overlays, and recycling. Finally, Block 4 describes a methodology for selecting the preferred rehabilitation alternative from a short list of feasible alternatives, fea- turing the use of life cycle cost analysis. Two other documents accom- pany this reference manual for the training course. A participant’s workbook has been developed to assist participants in following the presentation of the course materials and to facilitate the comprehen- sion of the information. It also contains the four workshop problems that are intended to enhance participants’ understanding of the tech- nical material presented in the course. An instructor’s guide has been assembled to assist instructors in presenting the training course, and it contains supplemental notes on the presentation and workshop materials. Huddleston, I. J., H. Zhou, and R. G. Hicks. Evaluation of Open- Graded Asphalt Concrete Mixtures Used in Oregon. Transportation Research Record 1427, TRB, National Research Council, Washington, D.C., 1993, pp. 5–12. Open-graded friction course (OGFC) is characterized by the use of large percentage of coarse aggregate in the mix without a significant propor- tion of fines as commonly found in dense-graded mix. In an attempt to assess the performance of the open-graded mixes, a survey was made of some of the older OGFC projects and their performance was compared to projects paved with dense-graded asphalt concrete mixes. The eval- uation demonstrated that all of the open-graded projects had improved performance when compared to dense-graded projects. This included: resistance to cracking, a slightly increased resistance to rutting, and improved skid gradient. The evaluation supports the continued use of open-graded mixture and additionally, the assessment provided the opportunity to develop new and improved guidelines for the use of those mixes. Illinois Department of Transportation (Illinois DOT). Chapter 52: Pavement Preservation. Design and Environment Manual. Illinois DOT, Springfield, Ill., 2009. The manual has been prepared to provide uniform practices for the department and consultant personnel preparing Phase I studies and reports and contract plans for department projects. The manual pre- sents most of the information normally required in the development of a typical roadway project. The designer should attempt to meet all cri- teria and practices presented in the manual; however, the manual should not be considered a standard that must be met regardless of impacts. The designer should develop roadway designs that meet the department’s operational and safety requirements while preserving the aesthetic, historic, or cultural resources of an area. Designers must exer- cise good judgment on individual projects and, frequently, they must be innovative in their approach to roadway design. This may require, for example, additional research into the highway literature. International Grinding and Grooving Association (IGGA). Rigid Pave- ment Distress and Strategy Selection. Presented at 2009 California Pavement Preservation Conference, Oakland, 2009. No abstract available. 97

Jackson, N., and J. Puccinelli. Long-Term Pavement Performance (LTPP) Data Analysis Support: National Pooled Fund Study TPF- 5(013)—Effects of Multiple Freeze Cycles and Deep Frost Penetration on Pavement Performance and Cost. Report FHWA-HRT-06-121. FHWA, U.S. Department of Transportation, 2006. The objectives of this study are to (1) quantify the effects of frost penetra- tion on pavement performance in climates with deep, sustained frost as compared to environments with multiple freeze-thaw cycles; (2) investi- gate the effect that local adaptations have on mitigating frost penetration damage; and (3) estimate the associated cost of constructing and main- taining pavements in freezing climates. The approach consisted of mod- eling various pavement performance measures using both climatic and nonclimatic input variables and performance data collected as part of the Long-Term Pavement Performance program. Five climatic scenar- ios are defined in terms of climatic input variables for the models. Pre- dicted performance measures are presented for each of the climatic scenarios and compared at a 95% confidence interval to determine sta- tistically significant performance differences. Participating pooled-fund states (PFS) were queried as to standard specifications, standard designs, average life expectancies, and construction costs specific to each state highway agency (SHA). These data, along with information acquired through literature review of SHA standard practices, are summarized with consideration given to the mitigation of frost-related damage. Life- cycle cost analysis for each climatic scenario using predicted perfor- mance to determine average life and average agency construction costs for standard pavement sections is also discussed and compared. The use of the performance models for local calibration as required in the National Cooperative Highway Research Program Guide for Mechanistic-Empirical Design of New and Rehabilitated Pavement Structures is explored along with the possible application of the performance models in pavement management systems. Jahren, C. T., K. L. Bergeson, A. Al-Hammadi, S. Celik, G. Lau, and H. Quintero. Interim Guidelines for Thin Maintenance Surfaces in Iowa. Proc., 2000 Mid-Continent Transportation Research Sympo- sium, Center for Transportation Research and Education, Iowa State University, Ames, Iowa, 2000. The first phase of a two-phase research project was conducted to develop guidelines for Iowa transportation officials on the use of thin maintenance surfaces (TMS) for asphaltic concrete and bituminous roads. Thin maintenance surfaces are seal coats (chip seals), slurry seals, and microsurfacing. Interim guidelines were developed to provide guidance on which roads are good candidates for TMS, when TMS should be placed, and what type of thin maintenance surface should be selected. The guidelines were developed specifically for Iowa weather, traffic conditions, road-user expectations, and transportation official expectations. Jahren, C. T., W. A. Nixon, and K. L. Bergeson. Thin Maintenance Surfaces: Phase Two Report with Guidelines for Winter Maintenance on Thin Maintenance Surfaces. Project TR-435. Iowa Department of Transportation and Iowa Highway Research Board, 2003. In recent years, there has been renewed interest in using preventive maintenance techniques to extend pavement life and to ensure low life- cycle costs for Iowa’s road infrastructure network. Thin maintenance surfaces can be an important part of a preventive maintenance program for asphalt cement concrete roads. The Iowa Highway Research Board has sponsored Phase 2 of this research project to demonstrate the use of thin maintenance surfaces in Iowa and to develop guidelines for thin maintenance surface uses that are specific to Iowa. This report docu- ments the results of test section construction and monitoring started in Phase 1 and continued in Phase 2. The report provides a recommended seal coat design process based on the McLeod method and guidance on seal coat aggregates and binders. An update on the use of local aggre- gates for microsurfacing in Iowa is included. Winter maintenance guidelines for thin maintenance surfaces are also reported. Finally, Phase 1’s interim, qualitative thin maintenance surface guidelines are supplemented with Phase 2’s revised, quantitative guidelines. When thin maintenance surfaces are properly selected and applied, they can improve the pavement surface condition index and the skid resistance of pavements. For success to occur, several requirements must be met, including proper material selection, design, application rate, workman- ship, and material compatibility, as well as favorable weather during application and curing. Specific guidance and recommendations for many types of thin maintenance surfaces and conditions are included in the report. Johnson, A. M. Best Practices Handbook on Asphalt Pavement Main- tenance. Report MN/RC-2000-04. University of Minnesota Center for Transportation Studies, Minneapolis, Minn., 2000. The purpose of this handbook is to provide background information about the importance of pavement preservation and preventive mainte- nance, as well as present maintenance techniques for a variety of distresses and conditions. The major focus of this handbook is on preventive main- tenance activities, which are performed while the roadway is still in good condition with only minimal distress, before the pavement falls into a condition where structural overlays, major milling or reclaiming, or replacement is necessary. The most common flexible pavement dis- tresses are cracking, roughness, weathering, raveling, rutting, and bleed- ing. If the distresses identified in a pavement are related to structural deficiencies, the pavement section is most likely not a candidate for preventive maintenance treatment, and should be scheduled for reha- bilitation or reconstruction. Maintenance treatments covered in this handbook include crack repair with sealing, including clean and seal, saw and seal, and rout and seal; crack filling; full-depth crack repair; fog seal; seal coat; double chip seal; slurry seal; microsurfacing; thin hot-mix overlays; and potholes and pavement patching. Tables are outlined giving the most common flexible pavement distresses, along with the best practices for rehabilitation for each. Also given are rec- ommended applications for crack sealers and fillers, surface treat- ments, and pothole patching. Specifications, technical memoranda and special provisions are included for all treatment methods recommended in the handbook. Kandhal, P. S., and R. B. Mallick. Pavement Recycling Guidelines for State and Local Governments: Participant’s Reference Book. Report FHWA-SA-98-042. FHWA, U.S. Department of Transportation, 1997. Recycling or reuse of existing asphalt pavement materials to produce new pavement materials has the following advantages: reduced costs of construction, conservation of aggregate and binder, preservation of the existing pavement geometrics, preservation of the environment, and conservation of energy. This document was prepared to provide the following information on recycling of asphalt pavements: performance data, legislation/specification limits, selection of pavement for recy- cling and recycling strategies, economics of recycling, and structural design of recycled pavements. The following recycling methods have been included: hot-mix asphalt recycling (both batch and drum plants), asphalt surface recycling, hot in-place recycling, cold-mix asphalt recycling, and full depth reclamation. Materials and mix design, construction methods and equipment, case histories and qual- ity control/quality assurance have been discussed for all recycling methods. This participant’s reference book was developed to support a 2-day workshop on pavement recycling guidelines for state and local governments. 98

Kentucky Transportation Cabinet (KYTC). Pavement Management Field Handbook: KYTC Pavement Distress Identification Manual and Guideline for Preventive Maintenance Treatments. KYTC, Frankfort, Ky., 2009. Each year the Operations and Pavement Management Branch performs detailed pavement condition evaluations of all Interstate and parkway pavements and one-third of the remaining system (state primary, state secondary, and supplemental roads). The evaluations are used to docu- ment roadway deterioration, recommend pavement rehabilitation treat- ments, and prioritize projects. In order for evaluation data to be useful for predictive measures, consistent methods of distress identification and recording are critical. The Pavement Distress Identification Manual will foster more uniform and consistent pavement distress evaluations by providing identification definitions and guidelines. The manual is intended to be a training aid for pavement raters and a field reference during the rating process. The manual can also be used with completed evaluations to describe the typical condition of a roadway section. Koch Materials Company (Koch). Innovation for Performance. Pre- sentation. 2001. www.pavementpreservation.org/library/getfile.php? journal_id=201. No abstract available. Kuennen, T. Making High-Volume Roads Last Longer. In Pavement Preservation Compendium II, Publication FHWA-IF-06-049, FHWA, U.S. Department of Transportation, 2006, pp. 36–44. www.fhwa.dot .gov/pavement/preservation/ppc06.pdf. This article reports on techniques to preserve high-volume roads so they last longer. The techniques—crack sealing, chip seals, slurry sur- facings, and overlays—are the same as those that are standard for low- volume, secondary roads. But they need precision applications and disciplined choice of tactics to succeed. Instead of intuitively timed applications of off-the-shelf materials for a chip and seal repair, the same type of repair for a high-volume road will be designed in a labo- ratory based on existing conditions, climate, and traffic loads, with a binder and chip that are tailored to the demands of that particular pave- ment. When properly designed and judiciously applied, they can out- perform the standard, more costly asphalt overlay after years of minimal care. The changes comes after the advent of the Strategic Highway Research Program (1988–1993), which demonstrated that high-volume roads can benefit from this sort of attention. The article includes a list of preservation methods developed by FHWA and descriptions of a few specific projects. Kuennen, T. Pavement Preservation: Techniques for Making Roads Last. In Pavement Preservation Compendium II, Publication FHWA- IF-06-049, FHWA, U.S. Department of Transportation, 2006, pp. 12–14. www.fhwa.dot.gov/pavement/preservation/ppc06.pdf. No abstract available. Kuennen, T. When Prevention is the Cure. In Pavement Preservation Compendium II, Publication FHWA-IF-06-049, FHWA, U.S. Depart- ment of Transportation, 2006, pp. 86–91. www.fhwa.dot.gov/pave ment/preservation/ppc06.pdf. No abstract available. Labi, S., M. Mahmodi, C. Fang, and C. Nunoo. Cost-Effectiveness of Microsurfacing and Thin Hot-Mix Asphalt Overlays: Comparative Analysis. Presented at 86th Annual Meeting of the Transportation Research Board, Washington, D.C., 2007. Microsurfacing and thin hot-mix asphalt (HMA) overlays are cate- gories of flexible pavement preventive maintenance that involve an aggregate-bituminous mix laid over the entire carriageway width. This paper presents and demonstrates a methodology for comparing the long-term cost-effectiveness of two competing pavement treatments using three measures of effectiveness (MOE)—treatment service life, increase in average pavement condition, and area bounded by the per- formance curve—and two measures of cost—agency cost only and total cost (agency plus user costs). Only non-Interstate pavement sections are considered in the study, and each MOE is expressed in terms of inter- national roughness index (IRI) values. For all measures of treatment effectiveness where costs are expressed only in terms of agency cost irre- spective of climate severity and traffic loading, it was found that micro- surfacing is consistently more cost-effective compared with thin HMA overlays. An exception occurs when increase in pavement condition is used as the MOE and when both traffic volume and climate severity are high. Under these conditions, thin HMA overlay appears to be more cost-effective. The superiority of microsurfacing in terms of cost is most evident when treatment life is the measure of effectiveness that is used and least evident when increased pavement condition is used. Micro- surfacing also appears to be more cost-effective under low traffic load- ing and low climatic severity. The study methodology results offer significant implications in the field of pavement design, engineering, and management. Highway agencies are continuously striving to develop decision trees and matrices for intervention, and it is sought to carry out these tasks on the basis of rational cost and effectiveness analy- sis rather than subjective opinion. The development of such decision mechanisms can facilitate the design of preventive maintenance strate- gies for more cost-effective decisions that are based on life-cycle costs and benefits. Lamptey, G., S. Labi, M. Ahmad, and K. Sinha. Life Cycle Cost Analysis for INDOT Pavement Design Procedures. Report FHWA/IN/JTRP- 2004/28. Joint Transportation Research Program, Indiana Department of Transportation and Purdue University, West Lafayette, Ind., 2005. Given the aging of highway pavements, high traffic levels, and uncer- tainty of sustained preservation funding, there is a need for balanced decision-making tools such as life-cycle cost analysis (LCCA) to ensure long-term and cost-effective pavement investments. With driving forces such as Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA), the National Highway System (NHS) Act of 1995, and the Transportation Equity Act for the 21st Century (TEA-21), LCCA enables evaluation of overall long-term economic efficiency between competing alternative investments and consequently has important applications in pavement design and management. It has been shown in past research that more effective long-term pavement investment could be made at lower cost using LCCA. Current LCCA-based pavement design and preservation practice in Indiana could be further enhanced by due con- sideration of user costs. Also, the existing FHWA LCCA software could be further enhanced for increased versatility, flexibility, and more spe- cific applicability to the needs of Indiana, particularly with regard to treatment cost estimation and development of alternative feasible preservation strategies (rehabilitation and maintenance types and tim- ings). The study documented and developed several sets of alternative pavement design and preservation strategies consistent with existing and foreseen Indiana practice. The preservation strategies were devel- oped using two alternative criteria—trigger values (pavement condition thresholds) and predefined time intervals (based on treatment service lives)—and are intended for further study before they can be used for practice. These strategies were developed on the basis of historical pave- ment management data, existing Indiana Department of Transporta- tion (INDOT) Design Manual standards, and a survey of experts. The study also found that with a few enhancements, FHWA’s current LCCA methodology and software (RealCost) could be adapted for use by INDOT for purposes of decision support for pavement investments and proceeded to make such enhancements. The resulting software product 99

(RealCost-Indiana) is more versatile, flexible, and specific to Indiana practice. The enhancements made include a mechanism by which the user can estimate the agency cost of each pavement design or preserva- tion activity on the basis of line items and their unit rates, and a set of menus showing default or user-defined strategies for pavement preser- vation. Other enhancements made to the software include improved graphics, enhanced reporting of analysis results, and capability to simultaneously carry out analysis for more than two pavement design and preservation alternatives. A user manual was prepared to facilitate the use of the enhanced software, and a technical manual was prepared to provide for the user a theoretical basis for various concepts used in the software. The enhanced LCCA methodology and software are use- ful for (1) identifying alternative INDOT pavement designs, (2) identi- fying or developing alternative strategies for pavement rehabilitation and maintenance for a given pavement design, (3) estimating the life-cycle agency and user costs associated with a given strategy, and (4) compara- tive evaluation of alternative pavement designs. The enhanced methodol- ogy and software are applicable to existing pavements in need of some rehabilitation treatment, and also for planned (new) pavements. Future enhancements to the LCCA methodology and software may include a way to duly penalize parsimonious preservation strategies that are presently not adequately penalized for their resulting inferior pavement condition over the life cycle. Li, J., J. Mahoney, S. Muench, and L. Pierce. Bituminous Surface Treatment Protocol for the Washington State Department of Trans- portation. Presented at 87th Annual Meeting of the Transportation Research Board, Washington, D.C., 2008. To help the Washington State Department of Transportation (WSDOT) enhance its pavement preservation program through an improved understanding of the use of bituminous surface treatment (BST), the Highway Development and Management System (HDM-4) was used as an analytical tool to test the AADT and equivalent single-axle load (ESAL) levels appropriate as criteria for selecting the application of BST resurfacings to WSDOT pavements. It verified the feasibility of using BSTs to maintain pavements with higher traffic levels than have been applied in the past. Results also suggested that alternating the applica- tion of BST resurfacings and 45-mm hot-mix asphalt (HMA) overlays is an effective rehabilitation strategy. Finally, the study results were used to estimate the impacts that increased use of BST surfaces would have on the performance of the state-owned route system. Li, J., S. T. Muench, J. P. Mahoney, L. M. Pierce, and N. Sivaneswaran. Calibration of the Rigid Pavement Portion of the NCHRP 1-37A Soft- ware for Use by the Washington State Department of Transportation. Transportation Research Record: Journal of the Transportation Research Board, No. 1949, Transportation Research Board of the National Academies, Washington, D.C., 2006, pp. 43–53. A significant amount of Washington State Department of Transporta- tion (WSDOT) portland cement concrete (PCC) pavement that was placed in the 1960s is nearing the end of its serviceable life and must soon be rehabilitated or replaced. Initial WSDOT estimates place the cost of the anticipated work at more than $600 million. A tool to pre- dict PCC pavement deterioration and ultimate failure is needed to pri- oritize rehabilitation and reconstruction efforts best. The software associated with NCHRP Project 1-37A was chosen as a promising tool worthy of assessment for this application. The urgency of the situation necessitated its use, despite the lack of formal calibration guidance, some software bugs, and isolated model inconsistencies. A procedure was developed and used to calibrate the rigid pavement portion of the NCHRP 1-37A software to data obtained from the Washington State Pavement Management System (WSPMS). Significant findings resulted: (a) the rigid pavement portion of the software was calibrated successfully; (b) WSDOT pavements require calibration factors sig- nificantly different from default values; (c) the software does not model longitudinal cracking, which is significant in WSDOT pavements; (d) WSPMS does not separate longitudinal and transverse cracking, a lack that makes calibration of the software’s transverse cracking model difficult; and (e) the software does not model studded tire wear, which is significant in WSDOT pavements. Results indicate that the calibrated software can be used to predict future deterioration caused by faulting, but it cannot be used to predict cracking caused by the transverse or longitudinal crack issues. Morian, D. A., J. A. Epps, and S. D. Gibson. Pavement Treatment Effectiveness, 1995 SPS-3 and SPS-4 Site Evaluations, National Report. Report FHWA-RD-96-208. FHWA, U.S. Department of Trans- portation, 1997. This report presents an evaluation of the performance of Strategic Highway Research Program (SHRP) SPS-3 and SPS-4 experiment sites based on field reviews after 5 years of performance. Condition evalua- tion of the sections and Expert Task Group performance estimates are the basis for treatment assessments. Morian, D. A., S. D. Gibson, and J. A. Epps. Maintaining Flexible Pavements—The Long Term Pavement Performance Experiment: SPS-3 5-Year Data Analysis. FHWA-RD-97-102. FHWA, U.S. Depart- ment of Transportation, 1998. The Strategic Highway Research Program developed and coordinated construction of test sections for flexible pavement maintenance through- out the United States and Canada. Test sites included specific test sections for evaluation of the performance of crack sealing, slurry seals, chip seals, and thin hot-mix overlays as maintenance treatments. Each site also included an untreated control section. This report discusses the project background and analysis of monitoring data collected over a 5-year period by the Long-Term Pavement Performance project at SPS-3 sites throughout the United States and Canada. The analysis considers three important characteristics of the maintenance treatments: treatment performance, timing of application, and cost-effectiveness. In addition to data analysis results, the report conclusions include information from Pavement Treatment Effectiveness, 1995 SPS-3 and SPS-4 Site Eval- uations, National Report (May 1997). Morian, D. A., J. W. Mack, and T. Chowdhury. The Role of Pavement Preservation in Privatized Maintenance. In Transportation Research Circular E-C078: Roadway Pavement Preservation 2005, Transporta- tion Research Board of the National Academies, Washington, D.C., 2005, pp. 173–183. http://onlinepubs.trb.org/onlinepubs/circulars/ ec078.pdf. The concept of privatized maintenance took hold in the late 1980s when the Virginia Department of Transportation awarded the first such contract, and within 2 years a second contract, for the preservation of 350 centerline miles of Interstate highways 95 (I-95), I-77, and I-81 in Virginia. The idea of these privatized maintenance contracts was to pro- vide the contractor a fixed level of funding, and to establish a minimum pavement performance level that had to be maintained. While some sections required rehabilitation work, maximizing the use of pavement preservation strategies for suitable pavement sections is a key to success- fully managing a pavement system with fixed funds. This paper discusses the application of pavement preservation strategies, such as timely crack sealing, chip seals, and microsurfacing, and the valuable role pavement preservation has played in achieving the pavement performance and budget management objectives of privatized maintenance contracts. The discussion includes criteria for identifying the appropriate application of specific pavement preservation treatments. Pavement performance 100

monitoring information from the project pavement management sys- tem is also provided, documenting the success of these treatments in preserving pavement condition level in a cost-effective manner, while at the same time providing an excellent tool for cash flow management. Morian, D. A., J. Oswalt, and A. Deodhar. Experience with Cold In- Place Recycling as a Reflective Crack Control Technique: Twenty Years Later. Transportation Research Record: Journal of the Trans- portation Research Board, No. 1869, Transportation Research Board of the National Academies, Washington, D.C., 2004, pp. 47–55. Cold in-place recycling (CIR) of existing hot-mix asphalt materials has been an available treatment for more than 20 years. A study evaluated the performance of CIR projects and materials over that period. Con- tractors in northwestern Pennsylvania have constructed a total of 44 pavement sections. Ninety additional sections have been recycled as part of maintenance activities. (The latter are not included among the study sections.) A subset of these projects has been evaluated to deter- mine performance characteristics and cost-effectiveness of the treat- ment and the material. The treatment is used typically on rehabilitation projects of roadways with 8,000 average daily traffic (ADT) or less but has been used on projects with up to 13,000 ADT. The performance of CIR in resisting reflective cracking from underlying concrete pavements and material properties over time is discussed. Material layer stiffness was evaluated using back-calculation of deflection measurement methods. Additionally, the cost of constructing these rehabilitation projects and their average cost-effectiveness are discussed. National Cooperative Highway Research Program (NCHRP). Synthe- sis of Highway Practice Topic 24-10: Asphalt Surface Treatments and Thin Overlays. Unpublished Report. TRB, National Research Council, Washington, D.C., 1997. No abstract available. New York State Department of Transportation (NYSDOT). Pave- ment Preservation Strategy. PowerPoint Presentation. NYSDOT, Albany, N.Y., 2008. No abstract available. Newcomb, D. E. Information Series 135: Thin Asphalt Overlays for Pavement Preservation. National Asphalt Pavement Association, Lanham, Md., 2009. No abstract available. Ohio Department of Transportation (ODOT). ODOT Pavement Pre- ventive Maintenance Guidelines. ODOT, Columbus, Ohio, 2001. Preventive maintenance (PM) is a planned strategy of cost-effective treatments to an existing roadway system and its appurtenances that preserves the system, retards future deterioration, extends the service life, and maintains or improves the functional condition of the system without substantially increasing structural capacity. Pavement PM treat- ments reduce the amount of water infiltrating the pavement structure, protect the pavement system, slow the rate of deterioration, or correct surface deficiencies such as roughness and non-load-related distress. These treatments contribute little or no improvement to the pavement structure. They are not applicable and should never be applied if fatigue- related distress exists in the pavement. Okpala, D., R. Schimiedlin, and S. Shober. Fine Tooth Milling Treatment of Rutted Asphaltic Concrete Pavements. Report WI-13-99. Wisconsin Department of Transportation. Madison, Wis., 1999. The Portland cement concrete (PCC) pavement on Interstate I-94 between the Minnesota state line and Osseo, Wisconsin, was resurfaced with asphalt concrete (AC) between 1983 and 1990. The section com- pleted between 1983 and 1986 showed early signs of distress with rutting in the driving-lane wheel paths. As a result, a milling technique for rut removal was used to rehabilitate this stretch of highway. The intended benefits were to improve the ride and texture of the surface and enhance safety by removing areas of potential water ponding. Different milling techniques were evaluated to identify the most effective method of achieving the desired results. Fine tooth milling was finally selected as the best available milling method for this stretch of highway. Rut, noise, and ride or international roughness index (IRI) were measured and analyzed, while the pavement distress index (PDI) values were extracted from WisDOT historical data. Measured rut values on the milled sur- faces indicated minor rutting up to the third year after milling. The rut- ting progressively deteriorated up to the sixth year when the highway was fine-tooth milled a second time. PDI slightly decreased after milling, but in less than 1 year, became similar to the results obtained prior to milling. As a result, the district responsible for this stretch of highway recommended that subsequent fine tooth milling include ade- quate crack treatment. Ride as measured by IRI did not show any signif- icant differences between pre- and postrut milling. Noise measurements indicated that the fine tooth milling does not affect significantly the inte- rior and exterior average noise levels. The noise measuring equipment used, however, may not have isolated the discrete tone referred to as “whine,” which is objectionable to auditory senses. Hence, the noise measurement results may be inconclusive. Cost analysis, based on Wis- DOT bid tabulations, and using the equivalent uniform annual cost method, showed that resurfacing would cost about 14 times more than milling without crack treatment and 10 times more with crack treatment. Available results, therefore, indicate that fine tooth milling is a viable rehabilitation technique for PCC pavements with AC overlay that has experienced premature rutting. It is a recommended treatment for use on this type of pavement when the desired service life is 6 years or less; how- ever, caution and judgment should be exercised on using this technique on older, more “brittle” pavements. Page, G. C. Open-Graded Friction Courses: Florida’s Experience. Transportation Research Record 1427, TRB, National Research Coun- cil, Washington, D.C., 1993, pp. 1–4. The Florida Department of Transportation began its development of open-graded mixes in 1970 to provide improved wet-weather vehicular safety. Florida’s FC-2 open-graded friction course is currently required for all multilane primary and Interstate highways of which the design speed is greater than 72 km/hr (45 mph). This mix uses locally available aggregates and is produced at a reasonable cost. Changes and additions to specification criteria have been made over the years to address unde- sirable results. Maintenance, rehabilitation techniques, and improved performance are being studied. Asphalt additives show promise to increase the design life of open-graded mixes. Peshkin, D. G. Selecting a Preventive Maintenance Treatment for Flexible Pavements. Brochure. SemMaterials, Tulsa, Okla., 2000. No abstract available. Peshkin, D. G., and T. E. Hoerner. Pavement Preservation: Practices, Research Plans, and Initiatives. Final Report, NCHRP Project 20-07, Task 184. Transportation Research Board of the National Academies, Washington, D.C., 2005. http://maintenance.transportation.org/ Documents/NCHRP20-07184FinalReport.pdf. This report identifies and documents pavement preservation research needs. The primary sources of information used to develop this report include a comprehensive survey of state highway agency (SHA) practice and a review of recent literature on the topic. SHAs and four Canadian provinces were asked to provide detailed responses to a 33-question survey; the 35 responses that were received are viewed as an accurate representation of the current state of the practice. 101

Peshkin, D. G., T. E. Hoerner, and K. A. Zimmerman. NCHRP Report No 523: Optimal Timing of Pavement Preventive Maintenance Treat- ment Applications. Transportation Research Board of the National Academies, Washington, D.C., 2004. This report describes a methodology for determining the optimal tim- ing for the application of preventive maintenance treatments to flexible and rigid pavements. The methodology is also presented in the form of a macro-driven Microsoft Excel Visual Basic Application—designated OPTime—available to users by accessing the National Cooperative Highway Research Program (NCHRP) website (http://trb.org/news/ blurb_detail.asp?id=4306). The methodology is based on the analysis of performance and cost data and applies to any of the treatments and application methods that are used by highway agencies. A plan for con- structing and monitoring experimental test sections is also provided to assist highway agencies in collecting the necessary data if such data are not readily available. The report is a useful resource for state and local highway agency personnel and others involved in pavement mainte- nance and preservation. Peshkin, D. G., K. D. Smith, K. A. Zimmerman, and D. N. Geoffroy. Pavement Preventive Maintenance: Reference Manual. Publication FHWA-HI-00-004. National Highway Institute, FHWA, U.S. Depart- ment of Transportation, 1999. This document serves as the participant’s reference manual for a FHWA/ NHI training course on pavement preventive maintenance. Preventive maintenance, often summed up as “applying the right treatment to the right pavement at the right time,” is becoming increasingly popular in highway agencies interested in overall pavement preservation. The objectives of this manual and course are to introduce the components of a pavement preventive maintenance program, to define potential treatment techniques and materials, to describe the relationship between pavement management and pavement preventive maintenance, and to explain cost/benefit concepts of preventive maintenance to decision makers. The material is organized into seven modules that are intended to meet the above-stated objectives. The first module is an overview of pavement preventive maintenance. This is followed by background information on the current status of preventive maintenance, appropri- ate definitions, objectives of preventive maintenance programs, and barriers to success. The next module introduces the most commonly used maintenance treatments for both asphalt-concrete-surfaced and PCC pavements. Because economic analyses are important in evaluat- ing the cost-effectiveness of treatments, a module on cost analyses is included. Peshkin, D. G., K. A. Zimmerman, T. E. Freeman, and K. D. Smith. Pavement Preservation: Preventive Maintenance Treatment, Timing, and Selection. Participant Workbook. NHI Course No. 131115. Pub- lication FHWA-NHI-08-007. National Highway Institute, FHWA, U.S. Department of Transportation, 2007. Pavement Preservation: Preventive Maintenance Treatment, Timing, and Selection is a combination and update of two existing pavement preservation courses, NHI Course 131054 on preventive maintenance program concepts and implementation, and NHI Course 131058 on treatment timing and project selection. The general goal of this course is to improve the skills of those involved in implementing pavement preservation programs. This includes improving the selection of pave- ment preventive maintenance projects and the selection of preventive maintenance treatments. The target audience for this course is mid- or upper-level highway agency or public works professionals responsible for pavement preservation, maintenance, and management, although anyone who is involved in the evaluation of pavements for preventive maintenance treatments, project selection, or treatment selection will find its content to be of interest and value. The course presentation is divided into nine distinct sessions: Introduction and Course Overview, Components of Preventive Maintenance Programs, How Pavements Perform, Selecting the Right Pavement, Preventive Maintenance Treat- ments, Preventive Maintenance Treatment Timing and Project Selec- tion, The “Best” Treatment, Integrating Preventive Maintenance and Pavement Preservation, and Course Wrap-Up and Evaluation. It is taught over the course of two 8-hour days, and includes many group activities to present the course content and to improve the learning experience of participants. Rao, S. P., H. T. Yu, and M. I. Darter. The Longevity and Performance of Diamond-Ground Pavements. Portland Cement Association, Skokie, Ill., 1999. Diamond grinding restores a smooth riding surface with desirable fric- tion characteristics on concrete pavements. This technique was first used in 1965 on a 19-year-old section of I-10 in southern California to eliminate excessive faulting. Since then, diamond grinding has become an important element of concrete pavement restoration. The study involved conducting a comprehensive review of existing information on diamond grinding, data collection, data analysis, and documenta- tion of the study findings. Extensive field surveys were conducted to obtain the performance data needed for the analysis. In all, 60 pavement sections in 18 states were surveyed. In addition, performance data for 133 sections were obtained from an earlier study of the performance of diamond ground pavements. The data from the Long-Term Pavement Performance sections (concrete pavement rehabilitation) were also used to conduct direct side-by-side comparisons of the performance of diamond-ground pavement sections and other rehabilitation alterna- tives. Various analyses were conducted to document the performance of diamond-ground pavements, including an evaluation of faulting performance, longevity of diamond-ground texture, and the effects of diamond grinding on service life. Diamond-ground surfaces were demonstrated to provide several years of service. No evidence of any deleterious effects of diamond grinding was observed at any field site. Raza, H. An Overview of Surface Rehabilitation Techniques for Asphalt Pavements. Report FHWA-PD-92-008. FHWA, U.S. Depart- ment of Transportation, 1992. Nearly all highway agencies use some kind of conventional surface reha- bilitation or maintenance technique (such as seal coats, chip seals, and thin overlays) to maintain and even extend the service life of their asphalt pavements. The application of these techniques, however, has generally been limited to low-volume roads. On occasion, a state may use a particular surface rehabilitation technique to address specific dis- tress or as a short-term fix on the more heavily travelled routes. The follow-up evaluation and performance documentation, however, is not always done. During 1990, several preventive maintenance treatments, including slurry seals, chip seals, and thin hot-mix overlays, were applied to the existing pavements under the Strategic Highway Research Program’s specific pavement studies experiment entitled Flexible Pave- ment Treatments (SPS-3). The treatments were applied throughout the United States and Canada to evaluate the effectiveness of mainte- nance strategies on pavement service life. A total of 81 test sites were selected to cover various climates and pavement conditions as well as moderate- to heavy-traffic-volume roads. Besides traditional surface rehabilitation techniques, many other approaches are now being pur- sued, particularly in Europe. These new techniques employ different additives or modifiers and aggregate composition as ways to attain increased pavement service life. This paper discusses various types of conventional surface rehabilitation techniques, along with many of the emerging techniques. The discussion includes information on usage, 102

composition, construction, and (when available) performance and cost. This paper complements the work that SHRP has undertaken in this area. The compilation of such information should assist the designer (or manager) when selecting the type of rehabilitation or maintenance tech- nique for higher-volume roads to meet both the system need (budget) and project performance criteria. Raza, H. State-of-the-Practice Design, Construction, and Performance of Micro-Surfacing. Report FHWA-SA-94-051. FHWA, U.S. Depart- ment of Transportation, 1994. This document is a comprehensive overview of the terminology, design, construction, application, and performance of microsurfacing paving technology. This technology consists of polymer-modified asphalt emul- sion, 100% crushed aggregate, mineral filler, water, and field control additives as needed. Microsurfacing is primarily used to improve surface friction and to fill wheel ruts. When properly designed and constructed, it has shown good performance for 4 to 7 years. Since microsurfacing is applied in a thin layer, 10 to 13 mm, its use should be limited to struc- turally sound pavements. The one unresolved engineering issue con- cerning this technology is the lack of standard mixture design test procedures. Although the current testing procedures have resulted in microsurfacing systems that have generally provided good perfor- mance, there is a need to validate and standardize the existing test proce- dures and adjust design standards to better reflect the effect of various material combinations. Standardized mixture design procedures and state acceptance criteria will further enhance the acceptance of this tech- nology by the highway community. Reed, C. M. Seven-Year Performance Evaluation of Single Pass, Thin Lift Bituminous Concrete Overlays. Transportation Research Record 1454, TRB, National Research Council, Washington, D.C., 1994. In the mid-1980s, the Illinois Department of Transportation (IDOT) faced the challenge of maintaining an aging highway network at an acceptable level of service with limited finances. Programming rehabil- itation for rural highways was difficult under the existing rehabilitation policies. To minimize the required maintenance effort on these high- ways and maximize the available rehabilitation dollars, IDOT initiated a single-pass, thin-lift bituminous concrete overlay policy. The new reha- bilitation strategy, Surface Maintenance at the Right Time (SMART), was designed for rural highways with low levels of traffic, which otherwise probably would not be rehabilitated under the current rehabilitation pol- icy. Pavements chosen for rehabilitation under SMART ideally would have age-related distresses, with few indications of structural failure. Proj- ect rehabilitation consists of pavement patching, milling, and reflective crack control treatments where necessary, followed by a 30- to 40-mm (1.25- to 1.50-in.) bituminous concrete overlay. The SMART program has been very successful. Performance is high; rehabilitations are expected to last 7 to 10 years. Through proper project selection and construction, this program is a cost-effective method for reducing the number of high- way kilometers needing rehabilitation. Romero, P., and D. Anderson. Life Cycle of Pavement Preservation Seal Coats. Report UT-04.07. Utah Department of Transportation, Salt Lake City, Utah, 2005. The use of preservation seals on asphalt pavements is a crucial part of any effective pavement management program. It is important to opti- mize the use of available budgets to extend the life of our pavements as much as possible. The nation’s highway system is one of our most valu- able assets. Analysis of the performance of surface treatments on Utah pavements indicates that open graded surface courses (OGSC) have an average life, based on skid resistance, of almost 9 years and that chip seal courses (CSC) have a significantly longer life. Out of all the factors ana- lyzed, traffic has the most significant effect on the performance of the treatment. Factors such as aggregate source and asphalt supplier were also investigated, but lack of data prevented from reaching any signifi- cant conclusion. Based on the relative cost of both treatments and the per- formance observed through this study, it is recommended that Utah Department of Transportation (UDOT) expand the use of CSC to cer- tain roads with AADT counts up to 20,000 vpd and continue the existing procedure of using CSC in highway sections with AADTs below 5,000. It is also recommended that UDOT modify the existing policies and limit the use of OGSC where the running speeds are 55 mph or greater and AADTs are in excess of 25,000 vehicles. Medium-volume facilities (5,000 to 25,000 AADT) should be sealed with treatments new to UDOT but proven in other states. An initial cost analysis showed that the implemen- tation of the changes suggested as part of this report will result in savings of over $2 million per year in the maintenance budget, thus allowing for better use of resources while still serving the traveling public. Shatnawi, S., R. Marsh, R. G. Hicks, and H. Zhou. Pavement Preser- vation Strategy Selection in California. In Transportation Research Circular E-C098: Maintenance Management 2006, Transportation Research Board of the National Academies, Washington, D.C., 2006, pp. 29–44. http://onlinepubs.trb.org/onlinepubs/circulars/ec098.pdf. The California Department of Transportation (Caltrans) has embarked on an ambitious program for pavement preservation and has estab- lished a pavement preservation task group (PPTG) to handle activities related to this program. One of the subgroups is charged with improv- ing the pavement preservation strategy selection process for both asphalt and portland cement concrete (PCC) pavements. This paper describes the pavement preservation strategy selection process currently used by Caltrans for flexible pavements. It identifies the many factors that are considered in the process of selecting an appropriate maintenance treat- ment for a pavement. These factors include pavement age and condi- tion, traffic levels, expected future plans, as well as available funding and agency policy. For a properly constructed new pavement, typical pave- ment preservation treatments include those to delay the onset of dis- tresses or to slow down the progress of the distresses. As the pavement ages, the pavement may become a candidate for routine and contract maintenance (e.g., crack sealing, grinding, seal coats, or thin hot-mix overlays), minor or major rehabilitation, and eventually reconstruction. Determining the appropriate maintenance treatment, based on the pave- ment condition index of the existing pavement and cost-effectiveness of the treatment, also depends on the timing of the treatment. Once a pave- ment has been identified for pavement maintenance, a specific treatment is selected to address the specific distress mechanism for the pavement. The most important factors considered when choosing a maintenance treatment include the following: Will the treatment address the dis- tresses present? Can the required preparation for the treatment be car- ried out? Is the treatment cost-effective? Can the treatment be applied before the situation being addressed changes? A discussion of the basic steps in the pavement preservation strategy selection process is presented in this paper. These steps include the following: (1) assess the existing pavement conditions: the pavement distress mechanisms are identified from field pavement surveys along with the use of a field distress identi- fication manual; (2) determine the feasible treatment options: the feasi- bility is determined by a treatments ability to address the functional and structural condition of the pavement while also meeting any future needs; at this stage, the primary purpose of selecting feasible treatments is to determine if the identified maintenance treatments work for the pavement conditions; and (3) analyze and compare the feasible options with each other: the feasible options are further compared in terms of cost, life expectancy of the treatment, and extended pavement life bene- fits due to treatment; to determine cost-effectiveness of each treatment, a life cycle or other cost-effectiveness measure should be made. This 103

paper also addresses proposed changes to the selection process to include treatments for PCC pavements and to include a more detailed cost-effectiveness approach using life-cycle cost analysis. Shatnawi, S., and B. D. Toepfer. Pavement Preservation Treatment Construction Guide. Online Guide. FHWA, U.S. Department of Transportation, 2006. http://fhwapap34.fhwa.dot.gov/NHI-PPTCG/ index1.htm. No abstract available. Shober, S., and D. Friedrichs. Pavement Preservation Strategy. Trans- portation Research Record 1643, TRB, National Research Council, Washington, D.C., 1998, pp. 44–53. An effective pavement management system requires a comprehensive pavement preservation strategy (PPS). Wisconsin’s PPS is guided by a philosophy whose goal is to optimize pavement performance to provide the highest quality service to the customer per unit of expenditure. The PPS is customer oriented and views “service” in terms of user comfort, convenience, and safety. The strategy is broad scoped and considers all pavement management activities, from “do nothing” to reconstruction. Wisconsin’s PPS has program values that are based on solid research that has been field verified. The treatment alternatives recommended for any particular pavement problem address the causes, not the symp- toms, of that particular problem—thus, the root cause of the problem is addressed, and funds are not used to treat merely a symptom. Accord- ingly, the PPS is termed a cause-based instead of a schedule-based strat- egy (applying treatments on a predetermined schedule), or a “worst first” strategy (treating the worst pavements first). The PPS follows a log- ical progression through a series of evaluations to convert a set of raw, field-collected data (ride and distress) to, ultimately, a set of recom- mended actions. The process moves from raw data to an evaluation of the level of the distress. Combinations of distress levels are used to iden- tify specific pavement problems. In turn, these pavement problems are evaluated as a family to generate appropriate, cost-beneficial solutions. Shuler, S. Design and Construction of Chip Seals for High Traffic Vol- ume. In Flexible Pavement Rehabilitation and Maintenance (P. S. Kandhal and M. Stroup-Gardiner, eds.), Publication STP 1348, American Society for Testing and Materials, West Conshohocken, Pa., 1998. No abstract available. Shuler, S. Evaluation of the Performance, Cost-Effectiveness, and Tim- ing of Various Preventive Maintenances. Interim Report. Report CDOT-DTD-R-2006-6. Colorado Department of Transportation, Denver, Colo., 2006. This research is intended to determine the most economical means of extending pavement life through preventive maintenance treatments in Colorado. The process proposed to accomplish this includes a survey of current published literature and interviews with individuals responsible for preventive maintenance, installation of experimental test pavements to measure performance under local conditions, and recommendations based on the findings. This report documents the progress made for the first 18 months of a 5-year study. This includes a survey of the literature, interviews with maintenance and construction personnel, the draft of a best practices manual, and the installation of most of the test pavements. Smith, K. D., T. E. Hoerner, and D. G. Peshkin. Concrete Pavement Preservation Workshop: Reference Manual. FHWA, U.S. Department of Transportation, 2008. This document serves as the reference manual for the 11⁄2-day FHWA workshop on concrete pavement preservation. The purpose of the doc- ument is to provide the most up-to-date information available on the design, construction, and selection of cost-effective concrete pavement preservation strategies. It concentrates primarily on strategies and methods that are applicable at the project level, and not at the network level, where pavement management activities function and address such issues as prioritizing and budgeting. Detailed information is presented on seven specific concrete pavement preservation treatments: slab sta- bilization, partial-depth repairs, full-depth repairs, retrofitted edge drains, load transfer restoration, diamond grinding, and joint resealing. In addi- tion, information is provided on pavement evaluation techniques and strategy selection procedures. Strategic Highway Research Program (SHRP 2). Project R26: Preser- vation Approaches for High Traffic Volume Roadways. SHRP 2 Request for Proposals. 2007. http://onlinepubs.trb.org/onlinepubs/ shrp2/R26RFP.pdf. To address the challenges of moving people and goods efficiently and safely on the nation’s highways, Congress has created the second Strate- gic Highway Research Program (SHRP 2). SHRP 2 is a targeted, short- term research program carried out through competitively awarded contracts to qualified researchers in the academic, private, and public sectors. SHRP 2 addresses four strategic focus areas: the role of human behavior in highway safety (Safety); rapid highway renewal (Renewal); congestion reduction through improved travel time reliability (Relia- bility); and transportation planning that better integrates community, economic, and environmental considerations into new highway capac- ity (Capacity). Under current legislative provisions, SHRP 2 will receive approximately $170 million, with total program duration of 7 years. Additional information about SHRP 2 can be found on the program’s website at www.TRB.org/SHRP2. United States Army Corps of Engineer (USACE), Naval Facilities Engineering Command (NAVFAC), and Air Force Civil Engineering Support Agency (AFCESA). Unified Facilities Criteria (UFC): Airfield Pavement Condition Survey Procedures Pavements. Publication UFC 3-260-16FA. U.S. Department of Defense, 2004. No abstract available. University of Washington Pavement Tools Consortium (PTC). Pave- ment Guide Interactive. 2009. http://training.ce.washington.edu/PGI/. This guide is a multimedia CD-ROM whose primary purpose is to pro- vide a general pavement overview covering all aspects from materials to design to construction to maintenance. It functions as a “website” that resides on a CD-ROM and requires only a PC/Mac and minimal freeware to access the information. It consists of 275 web pages, 2,500 images, 50 animations, 14 videos, and 11,000 hyperlinks. Wade, M., R. DeSombre, and D. Peshkin. High Volume/High Speed Asphalt Roadway Preventive Maintenance Surface Treatments. Final Report. Report SD99-09. South Dakota Department of Transporta- tion, Pierre, S.Dak., 2001. The South Dakota Department of Transportation (SDDOT) has made extensive use of chip seal and sand seal surface treatments in the main- tenance of their asphalt concrete (AC) pavements. Such surface treat- ments have been found to provide a cost-effective means of extending the life of AC pavements in South Dakota. Although chip seals and sand seals have for the most part been reliable treatments, there have been some notable failures, especially on high-volume, high-speed roadways. This project was undertaken to investigate the use of chip seals for such applications and to make recommendations to improve their perfor- mance. This project also involved the development of guidelines for the design and construction of chip seals. To evaluate the use of chip seals in South Dakota, several efforts were undertaken. First, an extensive lit- erature review was conducted to develop an understanding of the latest 104

practices and experiences. Second, interviews were conducted with SDDOT from all departments involved in the chip seal process to inves- tigate their practices and to determine areas for improvement. Finally, test sections were constructed to evaluate the performance of standard and modified chip-seal designs. The test sections consisted of 12 chip- seal designs and included two aggregate types (quartzite and natural aggregate) and alternate chip-seal designs with new gradations and other modifications and enhancements. Based on these efforts, recom- mendations are provided to improve chip seal performance. In addi- tion, guidelines were developed to select feasible surface treatments for a specific project. Zimmerman, K., and D. Peshkin. The Seven Stallers. In Pavement Preservation Compendium II, Publication FHWA-IF-06-049, FHWA, U.S. Department of Transportation, 2006, pp. 59–64. www.fhwa.dot .gov/pavement/preservation/ppc06.pdf. This article addresses seven of the most deadly misconceptions about pavement preventive maintenance. These misconceptions are deadly because any one of them is enough to stop a program in its tracks. Therefore, suggestions for addressing each misconception also are pro- vided, based on the authors’ experiences working with agencies that have been using preventive maintenance concepts for years as well as with agencies that are just beginning to implement these programs. 105

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TRB’s second Strategic Highway Research Program (SHRP 2) Report S2-R26-RR-1: Preservation Approaches for High-Traffic-Volume Roadways documents the state of the practice of preservation treatment on asphalt and concrete pavements. The report focuses on treatments suitable for application on high-traffic-volume roadways but also discusses current practices for low-volume roadways.

The same project that produced SHRP 2 Report S2-R26-RR-1 also produced SHRP 2 Report S2-R26-RR-2: Guidelines for the Preservation of High-Traffic-Volume Roadways. The report provides suggested guidelines for the application of preservation treatments on high-traffic-volume roadways and considers traffic volume, pavement condition, work-zone requirements, environmental conditions, and expected performance.

An e-book version of this report is available for purchase at Google, iTunes, and Amazon.

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