Pavement Preservation Journal - Spring 2013 - (Page 37)
Shale Gas Boom Drives Town’s
ith an increase in heavy truck traffic due to
shale gas projects in the area, a bridge that
was not initially designed for heavy, constant
loads on a daily basis was undergoing
In the Town of Lindley, N.Y.—situated in the midpart
of the state along the Pennsylvania border—daily repairs
and re-repairs to the heavily traveled Morgan Creek Road
(County Road 120) bridge were a source of frustration for
the road crews sent out every day to manage potholes and
damage to the bridge.
The flexible wood base supporting the surface was
believed to be partially responsible for the problems. The
increased traffic load was not anticipated in the original
bridge design. Material shoving and rutting frequently
resulted in complaints. Even worse, the downward slope
approaching the bridge created severe loading and
decelerating forces transferred through the HMA surface to
the supporting wood timbers.
According to Town of Lindley highway superintendent
Marc Stocum, repair crews were at the bridge constantly in the
summer months. The primary repair material was a locally
available conventional cold mix. Stocum realized something
needed to change. Too much time, labor and money were
being wasted on repair efforts that were habitually failing.
In May 2012, Stocum decided to explore solutions with
Unique Paving Materials Corp. To identify a permanent
solution, three repair options were demonstrated. The
options were designed to identify the optimal balance
between surface durability and supporting timber flexibility.
The repair options were:
• One repair with Unique’s UPM permanent repair material,
a high-quality, performance-based cold patch at a 4 to 5 in.
• One full-depth repair using Unique’s CPM high-strength,
fast-setting concrete patch at a 4 to 5 in. depth, or
• One repair using a combination of CPM on the wood
timbers (roughly 2.5 in. in depth) topped with UPM
(roughly 2.5 in. in depth).
The repair materials were installed on May 9, 2012.
On May 20 Stocum reviewed the repairs and noted his
observations. The UPM full-depth repair was 100 percent
successful, showing no signs of pushing, shoving, spalling,
rutting or loss of material.
The full-depth CPM repair initially cracked on a small
section onto the steel bridge expansion joint, although the
rest of the area held up with no movement of test material, no
shoving and no loss of material.
UPM permanent repair material is installed into cut in bridge deck and
raked into place
The third repair that used the CPM base with the UPM
overlay performed equally to the full-depth UPM repair. The
repair experienced no movement or loss of material. The test
section kept its shape and remained intact. At the final review
after the decided 60-day evaluation period, Stocum was very
impressed with all three repairs and was convinced that UPM
was a permanent solution to his constant road repair headache.
After the 60-day evaluation period, Stocum met again
with Unique to further evaluate the repairs. The repairs
had still exceeded original expectations, although the fulldepth CPM repair was removed after the evaluation time
frame, due to cracking caused by the flexible wood substrate.
Stocum also noted he tried to deplete preexisting inventory of
a different cold mix, which subsequently failed and had to be
replaced with UPM.
Finally, after six months of no repair issues related to
the UPM repairs, the bridge was milled and resurfaced.
Milling removed approximately 2 in. of the surface material.
After milling, the aged HMA and UPM repairs were
indistinguishable. Unlike other conventional cold mixes,
UPM did not need to be removed prior to overlaying.
The resurfacing overlay was installed over the UPM with
Stocum now believes UPM is a permanent, once-and-done
solution to a problem of revisiting and constantly repairing
the same potholes over and over again.
Information for this article contributed by Unique Paving Materials
pavement preservation journal
Table of Contents for the Digital Edition of Pavement Preservation Journal - Spring 2013
MAP-21: Pathway to Preservation at the Federal Funding Level
Cold-in-Place Recycling, Fiber Membrane and Seal Preserves Desert Highway
NCPP: New Online Tool Helps Measure Road Network Health
NCAT UPDATE: Axle Loads, Mileage Begin to Accumulate on NCAT Tests
NEPPP: Ribbon Cuttings Shine Spotlight on New Hampshire Pavement Preservation
TPPC: Micro Surfacing Training Offered at Texas Center
MnROAD Studies Pavement Preservation
Enlist News Media in Battle for Pavement Preservation
HIR Solves Cost Challenge to Runway Reconstruction
Shale Gas Boom Drives Town’s Bridge Renovation
Optimum Time for Slurry Seal Depends on Original Build Dat
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Pavement Preservation Journal - Spring 2013