Sustainable Pavement Maintenance Practices (2011)

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the agencies consider energy usage when selecting pavement preservation and maintenance treatments. Both of these are areas where the use of preventive maintenance treatments in a pavement preservation program can have a noticeable effect. Many of the treatments are emulsion-based, with comparatively low emissions. Similarly, providing quantitative measures for differences among energy use among the various treatments would be a valuable tool in treatment selection. Summary This chapter examines the current state of the practice related to the environmental sustainability impact factor areas and their application to pave- ment preservation programs and maintenance treat- ments. The recycled and alternative materials authorization is the most prevalent. Although it is not explicitly stated, the role of pavement in-service monitoring and pavement management is also com- mon. If implemented properly, a sustainable pave- ment management program emerges, because the pavement monitoring system triggers pavement preservation activities, which in turn extend the ser- vice life of the pavement and reduce the impact to the environment in all categories. In short, keeping good roads good is the most effective way to sustain the service life of a road without consuming signif- icant amounts of energy, virgin materials, and non- renewable resources, which automatically reduces air, water, and noise pollution. A recent study of the Georgia DOT network-level pavement management system (Wang et al. 2010) demonstrated that such a system also makes economic sense. The report found that a robust in-service pavement monitoring system “will help decision makers address the ques- tion of paying for roadway preservation now at a lower cost or later at a much higher cost” (Wang et al. 2010). Further examination and quantification of this impact could be examined in future work as the direct policies and practices to pavement preserva- tion and maintenance treatments could be explicitly reviewed for these environmental sustainability impact factor areas. In terms of noise pollution, water quality, and air quality there is clearly an opportunity to incorporate these environmental sustainability impact factor areas into preservation and mainte- nance operations. The following conclusion was reached in this chapter: • Although most agencies have environmental analysis incorporated into their design and construction operations, many maintenance practitioners are not familiar with how they could or should be applied to maintenance and preservation decisions. CASE STUDIES As part of this report, eight case studies were selected to demonstrate how agencies might apply environmental sustainability factors to their mainte- nance programs. Information for the case studies was obtained from technical publications. Each case study was selected to demonstrate a specific aspect of prac- tice related to environmental sustainability. The case studies were drawn from the literature. Several sus- tainable transportation case studies are available through the AASHTO Center for Environmental Excellence (CEE 2010d). Each case study provides a basis for understanding the context of how pavement preservation and maintenance can be evaluated. However, again, there is limited explicit information on how in practice agencies are carrying quantifying sustainable preservation and maintenance treatments. In any case, this section has involved identifying some examples of environmental stewardship. Each case study is presented in a similar manner. Case Study Descriptions The case studies were drawn from agencies across the United States and in Canada, encompassing a range of climates and reflecting a variety of program types (Table 7). Case Study 1: Arizona Department of Transportation The Arizona DOT (ADOT) developed a compre- hensive environmental stewardship program (Kober 2004). The program involved an overarching envi- ronmental performance evaluation and development of a plan for implementing it within ADOT. It includes leadership and stewardship; planning, man- agement, and compliance; environmental elements of core business policies and procedures; recycling and waste reduction; water management; and vari- ous other areas. Table 8 briefly summarizes how the ADOT program relates to the seven environmental sustainability impact factor areas. Specific elements 13

14 Table 8 ADOT environmental stewardship business Sustainability Impact Factor Area Description/Relevance to Pavement Preservation and Maintenance Virgin Material Usage/Alternative Material Usage Program for Pavement In-Service Monitoring and Management Noise Air Quality/Emissions Water Quality Energy Usage • Throughout the document concerted emphasis on limiting virgin material usage and alternative material usage • No direct quantification on pavement preservation and maintenance • Usage of updated manuals and management practices encourage environmental stewardship • No direct quantification on pavement preservation and maintenance • Direction to mitigate traffic noise • Emphasis is placed on reducing impacts to the air through proper maintenance of equipment and appropriate operations • No direct quantification on pavement preservation and maintenance • Development of protocols to reduce sediment into streams and ensure proper storm water management • No direct quantification on pavement preservation and maintenance • Addresses a holistic approach to saving energy including indirect savings by simplifying maintenance paperwork, minimizing travel through web conferencing, etc. • Advocates using energy audits to quantify pavement preservation and maintenance energy consumption Table 7 Case study program summary Case Study Agency/Location Reason for Inclusion Environmental Stewardship Program Transportation Sustainability Plan Sustainable Highway Materials GreenPave Dirt and Gravel Maintenance Program Greenworks Program GreenLITES Program Sustainable Land Transport Arizona DOT, Phoenix, Arizona, U.S. Oregon DOT, Salem, Oregon, U.S. Washington State DOT, Olympia, Washington, U.S. Ministry of Transportation Ontario Toronto, Ontario, Canada Pennsylvania State Conservation Commission, Pennsylvania, U.S. City of Philadelphia, Pennsylvania, U.S. New York State DOT Albany, New York, U.S. New Zealand Transport Agency Wellington, New Zealand Comprehensive system-wide frame- work for a DOT Evaluation of air quality and water quality at a system level Evaluation using a practical and straight-forward approach to assessing sustainability impact factor areas Evaluation using a practical and straight-forward approach to assessing sustainability impact factor areas Comprehensive assessment of dirt and gravel road maintenance Comprehensive city overview of sustainability impact factor areas Utilizes a spreadsheet-based self- assessment of design that could be adapted to the design/selection of pavement preservation and maintenance treatments Provides specific guidance for low-volume roads.

of the ADOT program involved highway maintenance manual updates; usage of a maintenance management system; environmental evaluation on routine mainte- nance areas; and development of best management practices for paved and unpaved surfaces including paving equipment cleaning, paving staging areas, and material stockpiling, erosion, and sediment pollution control and disposal of equipment. The ADOT program reinforces the commitment to environmental stewardship throughout the orga- nization and provides a system-level analysis for the agency to gauge its success. In this case study, six of the identified seven environmental sustainability impact factor areas apply. The quantification of sus- tainable preservation and maintenance techniques within the environmental sustainability impact factor areas context could be accomplished if the program is modified to permit the collection and assembly of environmental sustainability performance evaluation (Kober 2004). This ADOT documentation could serve as a strong basis for development for practical guidelines. Case Study 2: Oregon Department of Transportation The state of Oregon recently started a transporta- tion environmental sustainability plan to develop Oregon’s polices with economic, social, and envi- ronmental stewardship. This philosophy is being reflected in both their short-term and long-term goals. As part of this, the Oregon DOT (ODOT) has developed a Maintenance Environmental Man- agement System, which is directed at “minimizing the environmental impacts of maintenance of the transportation system throughout Oregon while pro- viding an effective transportation system that sup- ports economic activities” (ODOT 2004). One of the specific outcomes is to “reduce adverse impacts of transportation on air quality and water quality.” Overall, the system provides a holistic evaluation on how ODOT performs its road and bridge mainte- nance practices. As noted here, it has relevance to preservation and maintenance treatments although it does not specifically quantify anything beyond recy- cling of pavements. Table 9 provides a summary of some of the key features and how they relate to the environmental sustainability impact factor areas iden- tified in this synthesis. The ODOT environmental sustainability plan ini- tially focuses on practices at the maintenance yards to ensure that operations do not adversely impact air quality and water quality. Additionally, it furnishes specific recycling targets for 193 bridges that are programmed to be replaced as part of a multi-billion 15 Table 9 ODOT emergency management system case study facts Sustainability Impact Factor Area Description/Relevance to Pavement Preservation and Maintenance Virgin Material/Alternative Material Usage Air Quality/Emissions Water Quality Energy Usage Source: ODOT (2004). • Sets forth an “Environmental Management System” for bridge demolition that focuses on maximizing recycling • Recycling target set to quantify the amount of recycling in 193 bridge projects. Pavements associated with these bridges are included in the goal • Focus on reducing pollutants in the air • Pollutants identified as ozone, particulate matter, nitrogen oxides, carbon monoxide, sulfur dioxide, toxins, and carbon dioxide • Lower particulate matter related to gravel roads by paving them • Encourage multimodal transportation, thus having impacts on pavement preservation and maintenance treatments • No direct quantification of pavement treatments and associated air quality • ODOT implementing best management practices to transportation infrastructure to improve water quality with special attention to avoid contamination of water • Development of integrated vegetation management program to protect environment • No direct quantification to pavement treatments and associated water quality • Directs consideration of fuel consumption in decision making

dollar infrastructure renewal program. Within the plan there is an opportunity to evaluate preservation and maintenance techniques, although details of exactly how that can be accomplished are not available. Given the available information provided, ODOT is reaching its targets as outlined. Another important aspect of this case study is that this initiative is successful given it is strongly supported both financially and morally by the governor and the director of ODOT. This is a critical component to follow through and support. Case Study 3: Washington State Department of Transportation The Washington State DOT (WSDOT) promotes sustainable highway materials through the reuse and recycling of materials; use of warm-mix asphalt; reducing the need to replace infrastructure by proper design, construction, and maintenance; use of pave- ment management (the Washington State Pavement Management System) to incur the lowest life-cycle cost proactive usage of recycled asphalt pavement and recycled concrete aggregate pavements, hot in- place recycling, cold in-place recycling, asphalt shin- gles, alternative hydraulic cements, and restoration of construction sites with plants and shrubs. Table 10 summarizes the initiatives and relevance to the envi- ronmental sustainability impact factor areas. WSDOT is very proactive in the promotion of sustainable pavement design, construction, and reha- bilitation. As noted in the table summary, three of the identified seven environmental sustainability impact factor areas are taken into consideration in the WSDOT plan. It is already producing good stew- ardship in several of the environmental sustainability impact factor areas and identifies pavement preser- vation and maintenance as important to achieving long-life pavements. Through the further development of specific guidelines related to the environmental sus- tainability impact factor areas for pavement preser- vation and maintenance, this agency would be well positioned to implement them. They have a good basis to expand this practice area further. Case Study 4: GreenPave: Ministry of Transportation of Ontario The new GreenPave tool builds on more than 20 years of research, development, and implementa- tion of green initiative at the Ministry of Transporta- tion of Ontario (MTO). MTO has recently developed a green rating system for pavements. The program focuses on assessing the greenness of flexible and rigid pavement designs and their construction (MTO 2010). Subsequent maintenance is not considered in the analysis. GreenPave is loosely based on LEED™ certification, but it was also influenced by Green- roads, GreenLITES, and the Transportation Associ- ation of Canada (TAC) Guide for Green Roads (TAC 2010). Table 11 summarizes the key features and how they relate to the environmental sustainability impact factor areas. The GreenPave tool is a direct effort to quantify overall environmental sustainability within MTO’s 16 Table 10 WSDOT sustainable pavements Description/Relevance to Pavement Preservation Sustainability Impact Factor Areas and Maintenance Treatments Virgin Material Usage/Alternative Material Usage Program for Pavement in Service Monitoring and Management Air Quality/Emissions RAP = recycled asphalt pavement; RCA = recycled concrete aggregate; HIR = hot in-place recycling; CIR = cold in-place recycling; PMS = pavement management system. • Encourages recycling of RAP and RCA, usage of HIR, CIR, usage of hydraulic cements that are recycled, and use of asphalt shingles • Most of these would relate to design and construction of new or rehabili- tated pavements. However, similar applications to maintenance could be incorporated • Attempts to optimize sustainable designs through active PMS and monitoring • Already examines proper preservation and maintenance so development of guidelines to promote sustainable maintenance would be possible • Using warm asphalt on a trial basis that recognizes lower emissions • Directed at design, construction, and rehabilitation, but could be modified for use in preservation and maintenance

long-standing Green Pavement Initiatives (GPI) pro- gram (Lane 2010). GPI has been in place since 1988 and credits itself for recycling more than 1.2 million tonnes of aggregate as well as the following reduc- tions in greenhouse gases: • 88,400 tonnes of carbon dioxide, • 720 tonnes of nitrous oxide, and • 15,400 tonnes of sulphur dioxide (Lane 2010). This case study applies to five of the seven envi- ronmental sustainability factors, along with an addi- tional evaluation category of innovation and design process. The MTO GreenPave program would result in the rating of projects whereby bronze (7–10 points), silver (11–14 points), gold (15–19 points), and tril- lium (20+ points) levels would be recognized in a similar manner as LEED™. There is also a proposal to calculate a green discounted life-cycle cost and set targets province wide to obtain a specified num- ber of green pavement designs per year. Finally, a Green Paver of the year award may also be consid- ered. This program does provide a good framework that could be extended for development of sustain- able pavement preservation and maintenance points and ratings. Overall, this initiative is gaining momen- tum as it is strongly supported by senior MTO man- agement and is being developed in partnership with industry through consultation with the Ontario Hot Mix Producers Association and the Ready Mixed Concrete Association of Ontario. Case Study 5: Pennsylvania’s Conservation Commission The Pennsylvania State Conservation Commis- sion (PSCC) has a Dirt and Gravel Maintenance Program. It provides training and funding to local road-owning entities, usually townships, to mitigate sediment pollution to streams originating from dirt and gravel roads (PSCC 2010). The sediment from roads, farms, construction sites, logging, and various other sources is the largest contributor of pollutants to the state’s waters. Pennsylvania has the largest network of rivers and streams in the United States, with the exception of Alaska, so their protection is of critical 17 Table 11 MTO Greenpave case study factors Description/Relevance to Pavement Preservation Sustainability Impact Factor Areas and Maintenance Treatments Virgin Material Usage and Alternative Material Usage Program for Pavement In-Service Monitoring and Management Noise Air Quality/Emissions Energy Usage Other: Innovation and Design Process Source: MTO (2010). GHG = greenhouse gas. • This is directed at optimizing usage/reusage of recycled materials and to minimize material transportation distances • A total of 14 points is assigned to this category • Directed at design, construction, and rehabilitation, but possibly could be modified for use with pavement preservation and maintenance treatments • Attempts to optimize sustainable designs to include long-life pavements, permeable pavement, noise mitigating pavements, and pavements that minimize the heat island effect • Total of nine points is assigned to this category • Directed at design, construction, and rehabilitation, but possibly could be modified for use with pavement preservation and maintenance treatments • Directs the use of means to minimize road noise • Minimizes energy consumption and GHG emissions • Total of nine points is assigned to this category • Directed at design, construction, and rehabilitation, but possibly could be modified for use with pavement preservation and maintenance treatments • Directs consideration of fuel consumption in decision making • Recognizes innovation and exemplary efforts to foster sustainable pavement designs • Total of four points is assigned to this category • Directed at design, construction, and rehabilitation, but possibly could be modified for use with pavement preservation and maintenance treatments

importance. Although gravel road maintenance often involves getting water quickly off the road, this results in tons of sediment that enters into the state streams. The presence of the sediment can cause great harm to the ecosystem, including disruption of natural stream order and flow, damage to fish species through direct abrasion to body and gills, loss of fish spawning areas, sediment killing small organisms in the streambed, and a filling of dams and reservoirs (PSCC 2010). Table 12 summarizes the Pennsylvania’s State Dirt and Gravel Maintenance Program and its relevance to the environmental sustainability impact factor areas. The program works with public and private enti- ties through a task force to assist with local projects and decision making, education and training, simpli- fied grant applications and publicprivate partnerships. It creates standards and requirements for the construc- tion and environmental protection of dirt and gravel roads (PSCC 2010). This program received the 2000 Governor’s Award for Environmental Excellence. Case Study 6: City of Philadelphia— Greenworks Philadelphia The Greenworks program is a local action plan for climate change and emphasizes clean air, better management of stormwater, and increasing in-service condition of city streets and roads (Nutter 2009). The plan’s “Target 13—Increase the State of Good Repair in Resilient Infrastructure” creates a direct relationship to sustainable pavement preservation and maintenance treatments. The Greenworks plan requires the city of Philadelphia to establish a pave- ment in-service monitoring and management system to permit its Department of Streets to better identify and address pavement maintenance issues. It also sets forth targets to encourage recycling of pavement materials. The plan is quite ambitious and will require substantial city resources ($35 million per year) to execute (Nutter 2009). Table 13 summarizes the key features and how they relate to the environmental sustainability impact factor areas. 18 Table 12 Pennsylvania State Conservation Commission Sustainability Impact Factor Area Description/Relevance to Pavement Preservation and Maintenance Water Quality Source: PSCC (2010). • Focus on reducing roadway sediment runoff into rivers and streams • Primary source of sediment from dirt and gravel roads • Program provides funding to conservation districts and focuses on sensitive maintenance of unpaved roads • Provides funding to control the amount of sediment from dirt and gravel roads and focuses on good pavement preservation and maintenance practices Table 13 City of Philadelphia Description/Relevance to Pavement Preservation Sustainability Impact Factor Area and Maintenance Treatments Virgin Material Usage and Alternative Material Usage Program for Pavement In-Service Monitoring and Management Air Quality/Emissions Water Quality Source: Nutter (2009). • Encourages recycling in road work; mentions hot-in place recycling and recycled asphalt pavement • Framework could provide incentive for application to pavement preser- vation and maintenance treatments • Requires establishment of pavement monitoring system • Attempts to reduce carbon dioxide, methane, and nitrous oxide • Focuses primarily on types of vehicles; there could be an opportunity to use the framework to achieve goals • Increased rainfall and associated runoff will affect the ability to process storm water and subsequently impact water quality • Could be applied to pavement area

Greenworks is a multidimensional program that has several key target areas, including four of the envi- ronmental sustainability impact factor areas. Although there is a direct mention of sustainable pavement preservation and maintenance, the development of guidelines related to the environmental sustainability impact factor areas would fit well within the Green- works program. Case Study 7: New York State Department of Transportation GreenLITES GreenLITES is a “project design certification program” for projects that will be delivered as typi- cal New York State DOT (NYSDOT) construction projects (NYSDOT 2009). It is very comprehensive and may be the most pointed of the DOT programs because it references pavement preservation and maintenance treatments, such as diamond grinding, crack sealing, and liquid asphalt treatments. Addi- tionally, there is a provision in category 27F, Inno- vative and/or Unlisted Activities, to accord credit “to pavement related practices that significantly build upon GreenLITES categories and objectives or that incorporate significant innovations in transportation environmental sustainability that have not been pre- viously used in NYSDOT operations” (NYSDOT 2009). This provision, although generic, could be used to gain credit for pavement preservation and main- tenance practices that are not specifically included in the approved list of green activities. For example, the use of shotblasting to restore microtexture and macrotexture on concrete pavement and asphalt pavement is very sustainable, as it does not consume any virgin material and recycles both the shot and potentially the collected residue (Gransberg 2009). Adding shotblasting to the pavement preservation and maintenance programs could result in additional GreenLITES credit under 27F. In short, the pave- ments portion of this program could be used as an initial template for creating an agency program to encourage and measure environmental sustainability inside its current pavement preservation and mainte- nance program. Table 14 summarizes the environ- mental sustainability impact factor areas and their relevance to the NYSDOT GreenLITES program. GreenLITES provides a rational methodology that is based on previous work in the area of mea- suring environmental sustainability of infrastruc- ture design and construction, such as LEEDTM and 19 Table 14 NYSDOT Greenlites Sustainability Impact Factor Area Description/Relevance to Pavement Preservation and Maintenance Virgin Material Usage and Alternative Material Usage Noise Air Quality/Emissions Water Quality Energy Usage Other: Innovation • Emphasis on limiting virgin material usage and alternative material usage is stressed in the program • Quantification on pavement preservation and maintenance done through credits earned, use of recycled tire rubber, and recycled asphalt pavement • Specific reference to inclusion of measures for reducing pavement noise • Quantification on pavement preservation and maintenance done through credits earned for diamond grinding • Emphasis is placed on reducing impacts to the air through proper main- tenance of equipment and appropriate operations • Quantification on pavement preservation and maintenance done through credits earned • Development of protocols to reduce sediment into streams and ensure proper storm water management • Quantification on pavement preservation and maintenance done through credits earned • Credit for reducing electricity and petroleum consumption • Quantification on pavement preservation and maintenance done through credits earned for documented analysis of design that reduces carbon footprint • System encourages engineers to extend the scope of the program to pre- viously unlisted techniques that comply with the spirit of the program • Quantification on pavement preservation and maintenance done through credits earned in Innovative and/or Unlisted Category

GreenRoadsTM using a credit system to quantify the degree of environmental sustainability. It includes five of the seven environmental sustainability impact factor areas. The 2009 operations program can eas- ily be expanded to include pavement preservation and maintenance operations. To do so will entail addi- tional work to develop the comparative environ- mental foot-printing data necessary to differentiate between the suite of pavement preservation and main- tenance treatments. Consequently, the spreadsheet- based rating system could be leveraged into a very powerful tool to enhance environmental sustainability in North America. Case Study 8: New Zealand Transport Agency— Sustainable Land Transport New Zealand has a record of aggressive pave- ment preservation and a maintenance program based on its performance-specified maintenance contract- ing (PSMC) system (Manion and Tighe 2008). The nation’s highway system typically consists of “a sprayed chip seal over unbound granular base and sub-base layers” (Pidwerbesky and Waters 1997). The New Zealand Transport Agency (NZTA) pro- vides for district-level pavement maintenance planning in six of the seven environmental sustain- ability factors. The program is outsourced and the PSMCs are controlled through a sophisticated set of more than 200 key performance indicators (KPIs). Most KPIs are established using direct measure- ments of physical properties such as macrotexture and skid resistance. As a result of this feature, this system is slightly different from traditional pavement management systems in North America. The change in pavement maintenance culture has supported the development of green pavement maintenance technologies such as the Ultra-High Pressure Water Cutter that restores pavement macro- texture without consuming any virgin materials. Another innovation is a form of microsurfacing that is used in areas with low volumes of traffic, but with high shear stresses such as mountain curves on grades where chip seals fail and hot mix is not justified. The treatment was deliberately designed to minimize the total amount of virgin material consumed in its pro- duction (Pidwerbesky and Waters 1997). NZTA must maintain 40,000 km of gravel-surfaced roads. A sustainable maintenance technique is the use of the New Zealand Otta seals (note these are different from those used in the United States) to improve air quality during dry periods and reduce erosion and enhance water quality during wet periods (Waters 2009). The New Zealand Otta seal provides a use for recycled motor oil and asphalt plant reject aggregate and, if properly applied, has a service life of 2 to 3 years in New Zealand. The combination of the maintenance culture shift, the incentive/disincentive scheme that is part of the PSMC, and the national commitment to environmen- tal responsibility has led to a very robust pavement preservation and maintenance program that empha- sizes preservation over repair (Waters 2004). Addi- tionally, the prescribed pavement design method is based on life-cycle cost analysis. This results in an effective standard where average annual daily traffic must exceed approximately 25,000 vehicles per day to meet a warrant for hot-mix asphalt or portland cement concrete pavement (TNZ 2005). Table 15 lists the NZTA program details. As noted in the summary table, NZTA has the most robust pavement preservation and maintenance environmental sustainability program reviewed in this synthesis. Not only does it cover the full range of environmental sustainability impact factor areas cat- egories, but it is coupled with a life-cycle cost-based pavement design method and a performance-based maintenance contracting system that create an un- bending predisposition to environmental sustainabil- ity in pavement maintenance. Results from Case Studies Overall, the information gathered through the three study instruments indicates that there are some good environmental sustainability plans and proto- cols in place. Although most are focused on design and construction, in a majority of cases the principles on which they are based can directly be applied to pavement preservation and maintenance programs. The identified environmental sustainability impact factor areas are relevant to the current preservation and maintenance practices and, although there were no case studies or tools found in the literature that cover all seven factors, they are mentioned at vary- ing levels. In addition, many of the available tools are not necessarily specific to pavement infrastruc- ture. However, the frameworks and protocols serve as a foundation upon which they can be adapted to pavements. Table 16 is a synopsis of the eight case studies and how their programs cover the seven environ- mental sustainability impact factor areas categories. 20

21 Table 15 NZTA sustainable land transport Sustainability Impact Factor Area Description/Relevance to Pavement Preservation and Maintenance Virgin Material Usage/Alternative Material Usage Program for Pavement In-Service Monitoring and Management Noise Air Quality/Emissions Water Quality Energy Usage Other: Life-Cycle Cost Based Pavement Design AADT = average annual daily traffic; PCCP = portland cement concrete pavement. • Emphasis on limiting virgin material usage and alternative material usage is stressed in the program • No direct quantification of pavement treatments and associated material usage • Contracting structure creates a continuous monitoring of pavement condition • Quantification is part and parcel of the contract monthly payment mechanism • Cites standards for measures for reducing pavement noise • No direct quantification of pavement treatments and associated noise reduction • Emphasis is on minimizing congestion in work zones and thus it reduces emissions • Strict standards for air quality during all phases of pavement construction and maintenance • No direct quantification of pavement treatments and associated air quality • Includes volume and area limits on soil disturbance to reduce sediment into streams and ensure proper storm water management • Quantification of pavement treatments impact associated water quality via testing protocols • Whole life approach to minimizing petroleum consumption • No direct quantification of pavement treatments and associated energy usage reductions • Mandated design method is based on life-cycle cost calculations and AADT. Hot mix is only warranted for roads with AADT > 25,000. PCCP warrants are only for high-volume urban motorways • Method inherently reduces the amount of energy and virgin material required for the national highway system Table 16 Summary of case study agency sustainability programs Case Virgin Alternative Pavement In-Service Study Material Material Monitoring and Air Quality/ Water Energy Agency Usage Usage Management Noise Emissions Quality Usage ADOT        NYSDOT       ODOT      WSDOT     MTO       NZTA        PSCC  Phila.      Totals 7 7 5 4 7 6 5