Pavement Preservation Journal - Spring 2013 - (Page 37)

Shale Gas Boom Drives Town’s Bridge Renovation W 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 significant deterioration. 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. depth • 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 no problems. 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 Corp., Cleveland Spring 2013 pavement preservation journal 37 http://www.naylornetwork.com/fpp-nxt/

Table of Contents for the Digital Edition of Pavement Preservation Journal - Spring 2013

President’s Message
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
Index of Advertisers

Pavement Preservation Journal - Spring 2013

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