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PAVEMENT PREVENTIVE MAINTENANCEPROGRAM GUIDELINES

May 1, 2001

The Office of Pavement Engineering

Pavement Preventive Maintenance Guidelines

Table of Contents

Cover Sheet Page 1

Table of Contents

Program Purpose Page 3

References Page 3

Definitions Page 3

Program Development Page 4

Project Selection Guidelines Page 4

Available Treatments Page 4

Pavement Preventive Maintenance Summary Table Page 5

Crack Sealing Page 6

Chip Sealing Page 10

Micro-Surfacing Page 13

Polymer Modified Asphalt Concrete Page 17

Thin Hot Mix Overlays Page 19

Concrete Pavement Restoration Page 21

Drainage Preservation Page 23

Appendix of GQL Logic for Candidate Selection Page 25

ODOT Pavement Preventive Maintenance Guidelines

Purpose

Preventive Ma intenance ( PM) is a pla nned strategy of c ost e ffective tr eatments to a n e xistingroadway system and its appurtenances that preserves the system, retards future deterioration, extendsthe service life, and maintains or improves the functional con dition of the sy stem withoutsubstantially increasing structural capacity.

Pavement PM treatments reduce the amount of water infiltrating the pavement structure, protect thepavement system, slow the rate of deterioration, or correct surface deficiencies such as roughnessand non-load related distress. These treatments contribute little or no improvement to the pavementstructure. They are not applicable and should never be applied if fatigue-related distress exists in thepavement.

References

Pavement Design and Rehabilitation Manual - January 1999Pavement Condition Rating Manual - May 1999Pavement Design and Selection Process - Policy Number 515-002 (P) - June 1999

Definitions

Reactive Maintenance - Activities undertaken to correct defects and extend the life of the pavementuntil such a time that a proper rehabilitation or reconstruction project may be undertaken. Reactivemaintenance is frequently performed on a failing pavement. It is a stop gap measure that keeps theroad at an acceptable serviceability, and is seldom cost-effective.

Minor Rehabilitation - W orked performed on a pavement intended to restore functionalcharacteristics and protect the structural integrity.

Major Rehabilitation - Worked performed on a pavement intended to restore structural integrity andfunctional characteristics.

Pavement Preservation - The sum of all activities undertaken to provide and maintain serviceableroadways; this inc ludes Reactive a nd Pr eventive Ma intenance a s we ll a s Minor a nd Ma jorRehabilitation.


Program Development

The intent of the pavement PM prog ram is to select, desig n, and construct PM treatments in anexpedited fashion to extend pavement life and maintain the pavement surface at the highest possiblelevel of serviceability . The Pavement Manag ement System (PMS) can be accessed by GeneralQuery Language (GQL) which can be used to provide a first cut list of candidate projects for all ofthe PM treatments. The logic used to construct this query is found in the appendix of this document.

Although local governments do not use the ODOT PMS, the logic used for this query, in conjunctionwith ODOT’s Pavement Condition Rating (PCR) manual could be used to determine theapplicability of the various treatments for local pavements. Furthermore, ODOT District Officesshould put together a list of preventive maintenance candidates for the Urban Paving Program on anannual basis and share this listing with each municipality in their District.

The District Pavement Review Team should further evaluate the candidate projects with respect toPCR, Ride Number, Structural Deduct, and the pavement history to arrive at an optimal District PMprogram.

Although warranty specifications ex ist for many of the preventive maintenance treatments, theyshould not be employ ed with pavements which do not qualify for preventive maintenance.Furthermore, it is imperative to remember t hat existing pavements under warranty should not betreated with PM b efore the warranty period is up. The intent of the warranty is to provide amaintenance free pavement.

Project Selection Guidelines

Pavement p reservation s trategies s hould be d eveloped t o i ncorporate b oth P M a nd p avementrehabilitation work at appropriate intervals to preserve pavement condition throughout its servicelife. Proposed pr ojects on the Multi- Lane D ivided a nd N ational H ighway Sy stem should bereviewed by the Pavement Review Team as described in the ODOT Pavement Policy. The reviewwill determine the merits of the proposed project and th at highway safety has been or will beaddressed. It is possible that proposed PM projects may be eliminated if they become too complexas a result of the need to increase capacity, improve traffic operations, or address safety betterments.Other projects meeting the established criteria may be substituted for eliminated projects in orderto maintain a balanced program and provide for planned expenditures.

Available PM Treatments

Crack SealingChip SealsMicro-surfacingPolymer Modified Asphalt Concrete

Thin Hot Mix OverlaysConcrete Pavement Restoration (CPR)Drainage Preservation


PREVENTIVE MAINTENANCE SUMMARY TABLE

PavementApplications

CrackSealing

ChipSeal

Micro-Surfacing

Polymer ModifiedAsphalt Concrete

ThinHot MixOverlay

ConcretePavement

Restoration

DrainagePreservation

Pave

men

tSu

rfac

e Concrete / / /

Asphalt / / / / / /

Rea

sons

For

Friction / / / /

Rideability / / / /

Raveling / / / / /

Rutting / / /

Cracking / / / / /

Oxidation / / / /

Water / / / / / /

Tra

ffic

LowVolume(<2500ADT)

X X X X X X X

HighVolume(>2500ADT)

X X X X X X

MaximumSpeed

< 45 MPHType A

Ave

rage

Cos

t Weight /Area

$.60 -$1.00

Per Lb.

$1.00 -$1.75

Per S.Y.

$1.25 -$2.00

Per S.Y.

$2.00 -$4.00

Per S.Y.

$2.50 -$3.50

Per S.Y.

$4.00 -$12.00

Per S.Y.

Lane Mile(not incl.

Shoulders)

$1,000-

$4,000

$8,000-

$12,000

$8,000-

$16,000

$14,000-

$25,000

$17,000-

$25,000

$25,000-

$75,000

$2,000-

$5,000

Average Life(years)

1 - 4 5 - 8 5 - 8 7 - 12 8 - 12 7 - 12 1 - 5


Crack Sealing - Flexible, Composite and Rigid Pavements

Description & Purpose:Crack Sealing is the placement of a mixture of a neat or modified binder, such as a PG64-22, mixedwith polyester or polypropylene fibers, into existing cracks in the pavement. Crack Sealing is usedto minimize the intrusion of water into the pavement. By keeping water out of the pavement, erosionof the mix is kept to a minimum, deterioration of the crack is slowed, and less water is available tosaturate the base materials.

Pavement Condition Considerations:Flexible and Composite Pavements: There is a wide w indow of opportunity for cost effectivecrack seal ing of asphal t surfaced pavem ents. The i ntent of t he P MS GQL query i s t o sel ectpavements which have sufficient cracking for crack sealing mobilization to be worthwhile, yetpreclude excessively cracked pavements. In general, cracks which display significant raveling of thecrack face and secondary branch cracking (see photo) need more than just a crack seal and shouldbe considered for some other type of preventive maintenance which may include crack sealing.Furthermore, pavements which require the use of crack sealing material in excess of 5000 lbs. perlane mile are questionable candidates for crack sealing. Where crack sealing is not a suitable methodof preventive maintenance, other forms of pavement preservation should be considered.

Rigid Pavements: There is not a GQL query for rigid pavements, as there are only a very smallpercentage of rigid pavements in the state, and these pavements are not ex pected to have crackswider than hairline. Crack sealing hairline cracks in a rigid pavement has not been shown to be costeffective, and will result in a noisi er and rougher riding pavement. Where cracks are found to bewider than 1/8 inch and less than 1/4 inch, crack sealing may be beneficial; however, furtherinvestigation is recommended, as more serious problems may be present.

Raveling of the crack face and secondary branch cracking in composite pavement.

Hairline crack in rigid pavement.


Traffic Constraints:Crack Sealing is suitable for all traffic levels.

Design Considerations:Crack sealing may be done by ODOT forces, Contractual force account, or by standard contractwork. For contract work, Supplemental Specification 825 (SS 825) contains the following Pay Items:

825 Pound (kilogram) Crack sealing, Type I825 Pound (kilogram) Crack sealing with routing, Type I825 Pound (kilogram) Crack sealing with sawing, Type I825 Pound (kilogram) Joint sealing between rigid pavement and flexible shoulders, Type I825 Pound (kilogram) Crack sealing, Type II825 Pound (kilogram) Crack sealing, Type III825 Pound (kilogram) Crack sealing, Type II or III825 Pound (kilogram) Crack sealing, Type IV

The different “Type” crack seal descriptions refer to differences in material, equipment, mixing, andapplication of the sealant. The speci fication al so describes the di fferent crack di mensions andappropriate sealant reservoir. Choosing the proper crack seal material type is a very important issue.Type I and Type IV materials are not appropriate for pavements which will be micro-surfaced within2 years. The option of routing cracks prior to crack sealing is also provided for the Type I Crack Seal.However, routing should only be considered for pavements which are not expected to be treated forseveral years and where cracks are newly formed. Type II and Type III materials should be specifiedfor preparing pavements just prior to micro-surfacing or chip sealing, but should be aged at least 6months if applied prior to any type of Hot Mix Overlay or a Polymer Modified Asphalt Concrete.

For quantity estimation, the following table is provided. The table is based on a unit of weight ofthe material of 63 pounds per cubic foot, and does not account for waste or spillage. This table isapplicable for any of the pay item descriptions in SS 825.


RUBBER-ASPHALT JOINT SEALINGCOMPOUND QUANTITY TABLE

Pounds Required Per 100 Linear Feet

Depth,Inches

Width of Opening, inches

1/4 3/8 1/2 5/8 3/4 7/8 1

3/4 8.3 12.4 16.5 20.6 24.8 28.9 33.0

7/8 9.6 14.4 19.3 25.0 28.9 33.7 38.5

1 11.0 16.5 22 27.5 33.0 38.5 44.0

1-1/8 12.4 18.6 22.8 31.0 37.2 43.3 49.5

1-1/4 13.8 20.7 27.5 34.4 41.3 48.1 55.0

1-3/8 15.2 23.8 30.3 37.8 45.4 52.9 60.5

1-1/2 16.5 24.8 33.0 41.3 49.5 57.8 66.0

1-5/8 17.9 26.8 35.8 44.7 53.6 63.5 72.5

1-3/4 19.3 28.9 38.5 48.1 57.8 67.4 77.0

1-7/8 20.6 30.9 41.3 52.5 61.9 73.2 82.5

2 22.0 33 44.0 55.0 66.0 77.0 88.0

Traffic Control/Releasing Traffic:Maintenance of traffic is required to apply the sealant and allow it to cure. Cure time is usually lessthan 1 hour.

Seasonal Construction Limitations:Crack Sealing operations are most effective when pavem ent temperatures are cool to cold. Aspavements cool they contract, and thus widen the cracks allowing more sealant to en ter thepavement. Crack sealing should not be done on wet or damp pavements and should be applied onpavements when both surface temperature and ambient air temperature are above 40 degrees F.

Anticipated Performance and Service Life:Crack Sealing will have little effect on current pavement condition. The intent of crack sealing isto slow the rate of deterioration and prolong the pavements life. Crack sealants are expected to last2 to 3 years before re-application is necessary.


Specification References:Supplemental Specification 825Supplemental Specification 801 (see CPR)

Unit Cost for Estimating:$0.60 to $1.00 per pound, ~$1,000 to $4,000 per lane mile, depending on the severity and extent ofthe cracking.

For More Information Contact:David Powers, Office of Materials Management, 614-275-1387Bill Christensen, Office of Highway Management, 614-644-6634Aric Morse, Office of Pavement Engineering, 614-995-5994


Localized edge cracking must be repaired with Item 253, prior to a successfulchip seal.

Chip Seal - Flexible and Composite Pavements

Description & Purpose:Chip Seal is a sprayed application of a polymer-modified asphalt binder covered immediately bya washed limestone or dolomite aggregate, and rolled with a pneumatic roller. The binder is appliedby an approved bituminous distributer, and the aggregate placed by an approved aggregate spreader.The rolling operation is intended to seat the aggregate into the binder and insure chip retention. Chipseals can be placed as single or double applications, depending on pavement condition. However,the conditions that warrant a double chip seal will not generally fall into a preventive maintenancecategory, and are not included in the PM guidelines. Chip seal is intended for low volume roadwaysto provide a new wearing surface as well as to eliminate raveling, retard ox idation, reduce theintrusion of water, improve surface friction and seal cracks.

Pavement Condition Considerations:The intent of the PMS GQL query is to select low volume two lane roadway pavements which arestructurally sound and are suitable for preventive maintenance. I n the process of selecting thesepavements, the PMS GQL query will choose some pavements which exhibit distresses beyond theseverity practical for a chip seal. The majority of these pavements can be acceptable candidates,provided some repairs are made prior to the chip seal. The following conditions should be givencareful consideration by the pavement review team:• Localized wheel track cracking should be repaired full depth with Item 253.• Any potholes must be repaired full depth with Item 255 for composite pavements, and Item

253 for flexible pavements.• Areas which exhibit de-bonding must be patched in accordance with Item 251.• All existing patches must be in good repair prior to chip sealing.• All existing cracks must be crack sealed prior to chip sealing (see Design Considerations)• Localized areas which exhibit high severity longitudinal joint cracking should be patched

with Item 253.• Localized medium or high severity edge cracking must be repaired full depth with Item 253

prior to a chip seal.


• Rutting must be less than 1/8 inch in depth, and the rutting must have reached its maximumdepth (i.e.: non-plastic). Where rutting is evident, reference should made to the High StressGuidelines - Appendix B of the Pavement Design & Rehabilitation Manual.

Traffic Constraints:Chip seal applications are intended to be used on two-lane low volume roadways with traffic levelsbelow 2,500 Average Daily Traffic (ADT) and 250 Average Daily Truck Traffic (ADTT). W herefrequent stopping and turning of truck traffic is expected, chip seal is not recommended.

Design Considerations:Chip Seals are intended to provide a new wearing surface on pavements which have low volumetraffic, at a lower cost than traditional methods. The pay item descriptions and their intended usefollows:

• Item 82 1 Single chip seal with poly mer binder is to be specified in all non-warrantyapplications assuming the pavement is in an acceptable condition, as detailed above.

• Item 882 Single chip seal with warranty is specified the same as Item 821 Single chip sealabove where the specifier wants warranty application.

Non-warranty chip seal contracts must make provisions for removal of thermopla stic pavementmarkings.

Neither warranty nor non-warranty specifications for chip seal include the removal and replacementof raised pavement markers. The contract should provide the contractor Pay Item 202 and Item 621for this purpose.

Crack sealing should always be done in conjunction with a chip seal. Item 825 Type II or Type IIIcrack sealing is compatible with chip sealing. Best practice is to lump both crack sealing and chipsealing into the same project. Otherwise crack sealing, Item 825 Type II or Type III, should be donewithin 6 months of a chip seal.

Traffic Control/Releasing Traffic:Traffic should be restricted and speeds reduced to minimiz e the loss of chips from the pavementsurface. Length of time for traffic restrictions depends largely on ambient weather conditions at thetime of construction of the chip seal.

Seasonal Construction Limitations:The construction season for this work is relatively short. Chip seals should not be placed in coolweather. I t usually requires about one month of warm weather followi ng construction for theaggregate particles to become reoriented and properly embedded in the asphalt membrane. Thespecifications require the chip seal to be placed between May 1 and Sept 1.


Anticipated Performance and Service Life:Traffic and tire noise will increase as the result of a chip seal. A newly chip sealed pavement willhave a PCR of ~100 initially. The condition of the pavement prior to the chip seal will influence thedegradation of the PCR following the chip seal more t han any other factor. Althoug h no datacurrently exists concerning PCR trends of chip sealed pavements, the expected service life is 5-7years, and the rate of PCR drop should be similar to that observed since the last hot mix overlay.

Specification References:Supplemental Specifications 821 and 882

Unit Cost for Estimating:$1.00-$1.75sy, ~ $7,500/lane-mile for a single application.

For More Information Contact:Dave Powers, Office of Materials Management, 614-275-1387Bill Christensen, Office of Highway Management, 614-644-6634Aric Morse, Office of Pavement Engineering, 614-995-5994


Localized wheel track and edge cracking. Localized edge cracking.

Micro-Surfacing - Flexible and Composite Pavements

Description & Purpose:Micro-surfacing i s a t hin surface, col d appl ied paving mixture composed of polymer-modifiedasphalt emulsion, 100 percent crushed aggregate, mineral filler, water, and other additives. A self-propelled continuous loading machine or a truck mounted machine is used to proportion and mix thematerials and apply the mixture to the pavement surface. Micro-surfacing is used to retard ravelingand oxidation, fill ruts, reduce the intrusion of water, improve surface friction , and remove minorsurface irregularities.

Pavement Condition Considerations:In the process of selecting pavements suitable for micro-surfacing, the PMS GQL will select somepavements which exhibit distresses beyond the severity practical for micro-surfacing. The majorityof these pavements can be acceptable candidates, provided some repairs are made prior to the micro-surfacing. The following conditions should be given careful consideration by the pavement reviewteam:• Localized wheel track cracking or edge cracking should be repaired full depth with Item 253.• Any potholes must be repaired full depth with Item 255 for composite pavements, and Item

253 for flexible pavements.• Areas which exhibit Debonding must be patched in accordance with Item 251.• All existing patches must be in good repair prior to micro-surfacing.• All existing cracks must be sealed prior to micro-surfacing (See Design Considerations)• Crack sealing is not an acceptable treatment for cracks wider than 1" as these cracks should

be addressed with partial depth repairs using Item 251, prior to micro-surfacing.

The following ex amples of loca lized cracking should be repaired with full depth repairs inaccordance with Item 253, prior to a successful micro-surfacing project.


Traffic Constraints:Micro-surfacing is suitable for all traffic levels. However, where Average Daily Traffic (ADT) isgreater than 10,000 vehicles per day a double application of m icro-surfacing is required. Thisrequirement is to insure the wearing surface is durable throughout the intended design life.

Design Considerations:The paving mixture is intended to bridge cracks and minor surface irregularities and to achieve auniform surface without causing skips, lumps, or tears. A sufficient amount of material needs to bespecified to allow the contractor to achieve the intended result. A clear understanding of the payitem descriptions and their intended use follows:

• Item 406 Micro-Surfacing, surface course is to be specified in all non-warranty applicationsassuming the pavement is in an acceptable condition, as detailed above.

• Item 406 Micro-Surfacing , leveling course is specified in non-wa rranty applications forpavements which display any of the following dist resses: Medium Severity Raveling ,Medium Severity Bleeding, or any acceptable cracking distress found at the F requent orExtensive Ex tent. Ca ution is a dvised against specifying a leveling course to e liminaterutting, however, consistent rut depths of less than 3/8 inch can be eliminated with the useof a leveling course.

• Item 406 Micro-Surfacing, rut fill course is specified in non-warranty applications wherenon-plastic rutting is found at 3/8 inches or greater along the roadway. Where this Item isnecessary the following chart should be used to assist the designer with the quantitycalculation for this Item:

Micro-Surfacing Rut Filling Yield Chart

Average Rut Depth(inches)1/4"3/8"7/16"1/2"9/16"5/8"11/16"3/4"7/8"1"1-1/8"1-1/4"1-1/2"

Aggregate Gradation *AAAABBBBBBBBB

Lbs./SY. Required15162528323640444954586266


* Aggregate gradation is determined in accordance with Item 406.02 and is determined by the payitem used. This calculation is only necessary for non-warranty applications.

Non-warranty micro-surfacing contracts must make prov isions for crack sealing and removal ofthermoplastic pavement markings. It is advised to specify Item 825 Type II or Type III crack sealingwith non-warranty micro-surfacing projects. Otherwise crack sealing, Item 825 Type II or Type III,should be done within 6 months prior to a non-warranty micro-surfacing project.

Warranty specifications require crack sealing and removal of thermoplastic pavement markings aspart of the contract. Both warranty and non-warranty items include the removal of raised pavementmarkers under 406.08.

• Item 881 Micro-Surfacing with warranty , sing le course i s t o be speci fied for warrantyapplications where only a surface is required. A single course should only be considered forpavements with ADT less than 10,000 vehicles per day, and are in good condition with goodexisting profiles.

• Item 881 Micro-Surfacing with warranty , multiple course i s speci fied for warrantyapplications for pavements which display any of the following distresses: Rutting, MediumSeverity Raveling, Low or Medium Severity Bleeding, or any acceptable cracking distressfound at the Frequent or Extensive Extent.

Traffic Control/Releasing Traffic:Traffic is not allowed on the mixture until it has cured sufficiently to prevent pickup by vehicle tires.The new surface is g enerally capable of carry ing normal traffic within one to two hours afterapplication without any damage occurring.

Seasonal Construction Limitations:Micro-surfacing specifications require paving to take place between May 1 and Sept. 30. Properpavement temperature and air temperature is critical to the success of the application. The best timeto sell a micro-surfacing contract is in the early spring for completion prior to September, especiallywhen night work is required, thus PM field reviews should be done at the tail end of the winter toinsure proper project selection.

Anticipated Performance and Service Life:A newly micro-surfaced pavement will have a PCR of 100 initially. The condition of the pavementprior to the micro-surfacing will influence the degradation of the PCR following the micro-surfacingmore than any other factor. Althoug h no data currently exists concerning PCR trends of micro-surfaced pavements, the expected service life is 5-8 years, and the rate of PCR drop should be similarto that observed since the last hot mix overlay.


Specification References:Item 406, Supplemental Specification 881

Unit Cost for Estimating:$1.25-$2.00/sy, ~ $8,000 - $16,000/lane-mile (depends on rut depth).



Polymer Modified Asphalt Concrete - Flexible and Composite Pavements

Description & Purpose:Polymer Modified Asphalt Concrete is a t hin surface, hot applied paving mixture composed ofpolymer modified asphalt cement mixed with aggregate. A conventional hot mix asphalt plant andasphalt paving machine is used to mix and place the material. T he polymer modified asphaltconcrete overlay is used to retard raveling and oxidation, reduce the intrusion of water, improvesurface friction, and remove minor surface irregularities.

Pavement Condition Considerations:In the process of selecting pavements suitable for a polymer modified asphalt concrete overlay, thePMS GQL will select some pavements which exhibit distresses beyond the severity practical for apolymer modified asphalt concrete overlay. The m ajority of t hese pavements can be accept ablecandidates, provided some repairs are made prior to the polymer modified asphalt concrete overlay.The following conditions should be given careful consideration by the pavement review team:• Over-band crack sealing placed within 1 year of the prospective overlay has the potential to

cause problems during construction, creating bumps in the pavement.• Localized wheel track cracking or edge cracking should be repaired full depth with Item 253.• Any potholes must be repaired full depth with Item 255 for composite pavements, and Item

253 for flexible pavements.• Areas which exhibit Debonding must be patched in accordance with Item 251.• All existing patches must be in good repair prior to placement of a polymer modified asphalt

concrete overlay.• Cracks wider than 1" should be addressed with partial depth repairs using Item 251, prior to

a polymer modified asphalt concrete overlay.

The following cracking examples should be repaired partial depth in accordance with Item 251, priorto a successful polymer modified asphalt concrete overlay project.


Traffic Constraints:There are two application Types for this Item. Type A is intended for Low Speed (<45MPH) urban applications.Type B is intended for High Speed (>45 MPH) applications.

Design Considerations:The paving mixture is intended to fill cracks and minor surface irregularities to achieve a uniformsurface. The pay item for this strategy is Item 854 Polymer Modified Asphalt Concrete, Type ___,and is payed for by the cubic yard of accepted material in place. Type A is placed at a 5/8 inchthickness. Type B is placed at a 3/4 inch minimum thickness, and can be placed as thick as 1-1/4".

Traffic Control/Releasing Traffic:Maintenance of traffic must address the need to restrict traffic until the pavement surface coolsbelow 150° F.

Seasonal Construction Limitations:Specifications require air temperature to above 40°F, and the pavement surface temperature to beabove 50°F.

Anticipated Performance and Service Life:A newly overlayed pavement will have a PCR of 100 initially. The condition of the pavement priorto the poly mer modif ied a sphalt c oncrete ove rlay will inf luence the de gradation of the PCRfollowing the polymer modified asphalt concrete overlay more than any other factor. Although nodata currently ex ists con cerning PCR trends of poly mer modified asphalt concrete overlay edpavements, the expected service life is 7-12 years, and the rate of PCR drop should be similar to thatobserved since the last hot mix overlay .

Specification References:Supplemental Specification 854

Unit Cost for Estimating:$2.00-$4.00/sy, ~ $14,000 - $25,000/lane-mile



Thin Hot Mix Overlays - Flexible and Composite Pavements

Description & Purpose:A thin dense graded hot mix asphalt (HMA) overlay is the highest type alternative available in thepavement preventive maintenance program. Thin overlays protect the pavement structure, reducethe rate of pavement deterioration, correct surface deficiencies, reduce permeability and improve theride quality of the pavement, particularly when accompanied by a scratch course or surface milling.A minor amount of structural enhancement is provided with this PM strateg y. To qualify aspreventive maintenance, a dense graded HMA mixture is limited to 2” in thickness as an overlay.

Pavement Condition Considerations:In order to assure HMA overlays are specified for the proper pavements and at the proper time,pavement condition must be evaluated. A GQL query of PCR distress codes is an excellent way toproduce a preliminary list of HMA candidates. I t is important to underst and that PCR’s arerepresentative of the average condition found by the rater, and may not be indicative of an isolatedpavement distress. The pavement review team as outlined in ODOT’s Pavement Policy is to performa fi eld revi ew of HMA can didates to i nsure a part icular pavem ent sect ion i s accept able. Thefollowing conditions should be given careful consideration by the pavement review team:

• Over-band crack sealing placed in the year prior of the prospective overlay has the potentialto cause problems during construction, creating bumps in the pavement.

• Pavement areas which display High Severity Raveling or Bleeding should be milled, usingODOT CMS 254, prior to overlay.

• Localized Medium Severity Wheel Track Cracking should be repaired full depth with Item253. Where Extensive Wheel Track Cracking is found, further analysis (deflection testing)should be performed, to determine structural integrity.

• Any potholes must be repaired full depth with Item 255 for composite pavements, and Item253 for flexible pavements.

• Areas which exhibit localized De-Bonding must be patched in accordance with Item 251, andall existing patches must be in good repair prior to HMA.

• Areas which exhibit Medium or Hig h Severity L ongitudinal J oint Cracking should bepatched with Item 253.


Traffic Constraints:Applicable for all traffic levels provided adequate pavement structure exists.

Design Considerations:Thin HMA overlays are not intended to add structure to the pavement. However, it essential tospecify the correct material in order to extend pavement life and expect good performance. HMAoverlays can include either a scratch course or milling in order to achieve a uniform overlay liftthickness. I t is important to understand the “L ift Thickness and Specification Guidelines” asprovided in the ODOT Pa vement Design & Rehabilitation Manual, Section 404. This sectionprovides g uidance for determination of lift thickness and proper I tem Specification usage.Furthermore, where High Stress Locations exist within the project, reference should b e made toAppendix B of the Pavement Design and Rehabilitation Manual.

Crack Sealing is not recommended as a pre-treatment for HMA overlay s. Any full depth repairsdone on pa vement or shoulders should include an aggregate drain in the repair where outlet isfeasible.

Traffic Control/Releasing Traffic:Maintenance of t raffic must address t he need t o restrict traffic until the pavement surface cool sbelow 150° F.

Seasonal Construction Limitations:Specifications require air temperature to above 40°F, and the pavement surface temperature to beabove 50°F.

Anticipated Performance and Service Life:Anticipated life varies based on overlay thickness and condition of pavement. Pavements which arestructurally sound due to a recent minor or major rehabilitation and are treated with a thin HMAoverlay are expected to last 8 to 12 years.

Specification References:Specification 446 and 448. Supplemental Specifications 856, 858, and 1059

Unit Cost for Estimating:Asphalt: $50 - $60 per Sq. Yd.; Milling: $0.75 - $2.25 per Sq. Yd.



Concrete Pavement Restoration (CPR) - Rigid Pavements

Description & Purpose:CPR consists of pavement g rinding and any combination of pavement repair, grout subsealing,dowel retrofit of cracks, and cleaning and sealing of the joints. The purpose of CPR is to restore rideas well as repair any isolated pavement failures.

Pavement Condition Considerations:There is not a GQL query for rigid pavements, as there are only a very small percentage of rigidpavements in the state. There is a wide window of opportunity for cost effective CPR of a rig idpavement. In order to assure CPR is specified for the proper pavements and at the proper time,pavement condition must be evaluated. The intent of PM for rig id pavements i s keep existingpavements as smooth as possible to keep the impact loading to a minimum. By selecting only thosepavements which require little or no repair, rigid pavements in need of a higher order of CPR willbe left for minor rehabilitation. It should be noted that there are always other pavements which aregood candidates for cost effective CPR, but these pavements are more appropriate for minor or majorrehabilitation.

Traffic Constraints:Applicable for all traffic levels.

Design Considerations:CPR covers several strateg ies which can be u sed for both preserving a pavement as well asrehabilitating a pavement. For the purpose of preventive maintenance CPR should concentrate onSupplemental Specification 850 Diamond Grinding Portland Cement Concrete Pavement. It mustbe emphasized, however, that prior to grinding the pavement for smoothness, some repairs may berequired. In most instances it is necessary to restore joint sealing after grinding a pavement. Thiscan be done using Supplemental Specification 80 1 Crack and J oint Cleaning and Sealing withSilicone Sealant.

Traffic Control/Releasing Traffic:Maintenance of traffic must address the need to restrict traffic until any pavement repairs are cured.In most instances only one lane at a time needs to be closed.

Seasonal Construction Limitations:Pavement repairs require a frost free subgrade. Diamond grinding uses water and needs to be doneabove freezing temperature.


Anticipated Performance and Service Life:CPR as a preventive maintenance strategy is expected to restore the smoothness of the pavement.The ride should remain smooth for at least 5 y ears, and as many as 10 y ears, depending on thedistresses evident, the structural integrity of pavement, and the level of truck traffic present.

Specification References:Item 255 Full Depth Pavement Removal and Rigid ReplacementItem 256 Bonded Patching of Rigid PavementsSupplemental Specification 819 Dowel Bar RetrofitSupplemental Specification 812 Grout Subsealing of Existing Concrete PavementSupplemental Specification 850 Diamond Grinding Portland Cement Concrete PavementSupplemental Specification 801Crack and Joint Cleaning and Sealing with Silicone Sealant

Unit Cost for Estimating:Estimate $4.00 per square yard for preventive maintenance.

For More Information Contact:The Office of Pavement Engineering 614-995-5990Aric Morse, Dave Miller, Roger Green


Drainage Preservation - Flexible, Composite and Rigid Pavements

Description & Purpose:This activity is intended to preserve and maintain the performance of the pavement drainage system.The activity consists of cleaning silt, debris and vegetation at under-drain outlets, as well as replacingcrushed or destroyed outlets as needed.

Pavement Condition Considerations:GQL lists are not available for this action, since there are no unique pavement condition parameterswhich indicate drainag e preservation is needed. Drainag e preservation is a critical activity forpavements, especially those constructed with a Free Draining Base. However, this activity shouldbe conducted on all pavements which have under-drain sy stems, as a routine maintenance item,regardless of condition. A list, made by County or District, of the pav ements which have beenconstructed wit h a Free Draining B ase can be obtained by contacting the Office of PavementEngineering.

Traffic Constraints:As this activity is performed several feet off the shoulder, there are no traffic constraints.

Design Considerations:It is recommended the outlets be located by review of the construction plans used for the projectresponsible for the drainage system. Under-drains which empty into a catch basin or storm sewersystem do not need to be inspected. Once the outlets are located, some type of referencing systemfor future inspections is advised.

Inspection Considerations:Under-drain clean out should consist of locating the outlet, removing any silt, debris or vegetationmaterial which has built up, and insuring there is positive connection at the outlet pad.

Damaged outlet in need of replacement. Plugged outlet in need of cleaning.


Seasonal Limitations:This activity can be done anytime of the year.

Anticipated Performance and Service Life:Without routine maintenance of the drainage system the service life of the pavement will be greatlyreduced.

Specification References:None available. However, there is a concern that high pressure water jet flushing to remove debriscan cause damag e of the sy stem. Geo-Composite edg e drain sy stems are never appropriate forpressurized cleaning.

Unit Cost for Estimating:$2,000 - $5,000 per mile.

For More Information Contact:David Riley, Office of Structural Engineering, 614-466-2599Randy Morris, Office of Highway Management, 614-644-6638Aric Morse, Office of Pavement Engineering, 614-995-5994

Pavement Preventive Maintenance GuidelinesAppendix - GQL Logic

CRACK SEAL ---------- FLEXIBLE PAVEMENT75<PCR<90, Unlimited ADT, 2-Lane & 4-LaneDISTRESSRavelingBleedingPatchingPotholes/DebondingCrack Seal DeficiencyRuttingSettlementCorrugationsWheel Track CrackingBlock and Transverse CrackingLongitudinal Joint CrackingEdge CrackingRandom Cracking

ACCEPTABLEL:OFE, M:ONoneL:O, M:OL:OOFEL:OFE, M:ON/AL:OFEL:OL:OFE, M:OL:OFEL:OFL:OF, M:OF

CRACK SEAL ---------- COMPOSITE PAVEMENT75<PCR<90, Unlimited ADT, 2-Lane & 4-LaneDISTRESSRavelingBleedingPatchingSurface Disintegration/De-bondingRuttingPumpingShattered SlabSettlementJoint Reflection Cracking (unjointed base transverse)Intermediate Transverse CrackingLongitudinal Joint CrackingPressure Damage/UpheavalCrack Sealing Deficiency

ACCEPTABLEL:OFE, M:ONoneL:O. M:OL:OL:OFE, M:OL:O, M:ON/AN/AL:OFE, M:OFEL:OFE, M:OFEL:OFE, M:ON/AOFE


SINGLE CHIP SEAL ---------- FLEXIBLE PAVEMENT70<PCR<90, ADT<2500, ADTT<250, 2-Lane onlyDISTRESSRavelingBleedingPatchingPotholes/DebondingCrack Seal DeficiencyRuttingSettlementCorrugationsWheel Track CrackingBlock and Transverse CrackingLongitudinal Joint CrackingEdge CrackingRandom Cracking

ACCEPTABLEL:OFENoneL:O, M:O, H:OL:O, M:O, H:ON/AL:OFEL:OL:OFL:OFEL:OF, M:OL:OFE, M:OFEL:OF, M:O, H:OL:OFE, M:OF, H:O

SINGLE CHIP SEAL ---------- COMPOSITE PAVEMENT70<PCR<90, ADT<2500, ADTT<250, 2-Lane onlyDISTRESSRavelingBleedingPatchingSurface Disintegration/De-bondingRuttingPumpingShattered SlabSettlementJoint Reflection CrackingIntermediate Transverse CrackingLongitudinal Joint CrackingPressure Damage/UpheavalCrack Sealing Deficiency

ACCEPTABLEL:OFENoneL:O, M:O, H:OL:O, M:O, H:OL:OFENoneNoneN/AL:OFEL:OL:OFE, M:OL:ON/A


SINGLE APPLICATION MICRO-SURFACE ---------- FLEXIBLE PAVEMENT70<PCR<90, ADT<10,000, 2-Lane & 4-LaneDISTRESSRavelingBleedingPatchingPotholes/De-bondingCrack Seal DeficiencyRuttingSettlementCorrugationsWheel Track CrackingBlock and Transverse CrackingLongitudinal Joint CrackingEdge CrackingRandom Cracking

ACCEPTABLEL:OFEM:OL:O, M:O, H:OL:O, M:O, H:ON/AL:OFEN/AL:OFL:OF, M:OL:OF, M:OL:OFE, M:OFEL:OF, M:O, H:OL:OFE, M:O, H:O

DOUBLE APPLICATION MICRO-SURFACE ---------- FLEXIBLE PAVEMENT70<PCR<90, Unlimited ADT, 2-Lane & 4-LaneDISTRESSRavelingBleedingPatchingPotholes/De-bondingCrack Seal DeficiencyRuttingSettlementCorrugationsWheel Track CrackingBlock and Transverse CrackingLongitudinal Joint CrackingEdge CrackingRandom Cracking

ACCEPTABLEL:OFE, M:OFEM:OFEL:OF, M:OF, H:OFL:OF, M:OF, H:OFN/AL:OFE, M:OF, H:ON/AL:OF, M:OL:OF, M:OL:OFE, M:OFL:OFE, M:OFEL:OFE, M:O, H:OL:OFE, M:OF, H:O


SINGLE APPLICATION MICRO-SURFACE ---------- COMPOSITE PAVEMENT70<PCR<90, ADT<10,000, 2-Lane & 4-LaneDISTRESSRavelingBleedingPatchingSurface Disintegration/De-bondingRuttingPumpingShattered SlabSettlementJoint Reflection Cracking (unjointed base transverse)Intermediate Transverse CrackingLongitudinal Joint CrackingPressure Damage/UpheavalCrack Sealing Deficiency

ACCEPTABLEL:OFEL:OFE, M:OL:O, M:O, H:OL:O, M:O, H:OL:OFENoneN/AN/AL:OFEL:OL:OFE, M:OL:ON/A

DOUBLE APPLICATION MICRO-SURFACE ---------- COMPOSITE PAVEMENT70<PCR<90, Unlimited ADT, 2-Lane & 4-LaneDISTRESSRavelingBleedingPatchingSurface Disintegration/De-bondingRuttingPumpingShattered SlabSettlementJoint Reflection Cracking (unjointed base transverse)Intermediate Transverse CrackingLongitudinal Joint CrackingPressure Damage/UpheavalCrack Sealing Deficiency

ACCEPTABLEL:OFE, M:OFEM:OFEL:O, M:O, H:OL:O, M:O, H:OL:OFE, M:OF, H:ONoneN/AN/AL:OFE, M:OFEL:O, M:OL:OFE, M:OFEL:ON/A


POLYMER MODIFIED ASPHALT CONCRETE---------- FLEXIBLE PAVEMENT70<PCR<90, Unlimited ADT, 2-Lane & 4-LaneDISTRESSRavelingBleedingPatchingPotholes/De-bondingCrack Seal DeficiencyRuttingSettlementCorrugationsWheel Track CrackingBlock and Transverse CrackingLongitudinal Joint CrackingEdge CrackingRandom Cracking

ACCEPTABLEL:OFE, M:OFEM:OL:O, M:O, H:OL:O, M:O, H:ON/AL:OFEN/AL:OFL:OF, M:OL:OF, M:OL:OFE, M:OFEL:OF, M:O, H:OL:OFE, M:O, H:O

POLYMER MODIFIED ASPHALT CONCRETE---------- COMPOSITE PAVEMENT70<PCR<90, Unlimited ADT, 2-Lane & 4-LaneDISTRESSRavelingBleedingPatchingSurface Disintegration/De-bondingRuttingPumpingShattered SlabSettlementJoint Reflection Cracking (unjointed base transverse)Intermediate Transverse CrackingLongitudinal Joint CrackingPressure Damage/UpheavalCrack Sealing Deficiency

ACCEPTABLEL:OFE, M:OFEL:OFE, M:OL:O, M:O, H:OL:O, M:O, H:OL:OFENoneN/AN/AL:OFEL:OL:OFE, M:OL:ON/A


THIN HOT MIX OVERLAY ---------- FLEXIBLE PAVEMENT70<PCR<90, Unlimited ADT, 2-Lane & 4-LaneDISTRESSRavelingBleedingPatchingPotholes/De-bondingCrack Seal DeficiencyRuttingSettlementCorrugationsWheel Track CrackingBlock and Transverse CrackingLongitudinal Joint CrackingEdge CrackingRandom Cracking

ACCEPTABLEL:OFE, M:OFE, H:OFEM:OFE, H:OFEL:OF, M:OF, H:OFL:OF, M:OF, H:OFN/AL:OFE, M:OFE, H:OFEN/AL:OFE, M:OFEL:OF, M:OL:OFE, M:OFL:OFE, M:OFEL:OFE, M:OF, H:OL:OFE, M:OF, H:O

THIN HOT MIX OVERLAY ---------- COMPOSITE PAVEMENT70<PCR<90, Unlimited ADT, 2-Lane & 4-LaneDISTRESSRavelingBleedingPatchingSurface Disintegration/De-bondingRuttingPumpingShattered SlabSettlementJoint Reflection Cracking (unjointed base transverse)Intermediate Transverse CrackingLongitudinal Joint CrackingPressure Damage/UpheavalCrack Sealing Deficiency

ACCEPTABLEL:OFE, M:OFE, H:OFEM:OFE, H:OFEL:OF, M:OF, H:OFL:OFE, M:OFE, H:OFEL:OFE, M:OFE, H:OFENoneN/AN/AL:OFE, M:OFEL:O, M:OL:OFE, M:OFEL:O, M:O, H:ON/A

PAVEMENT PREVENTIVE MAINTENANCE PROGRAM GUIDELINES€¦ · · 2015-02-26PAVEMENT PREVENTIVE...

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