Pavement Preservation Journal - Spring 2012 - (Page 14)

Pavement Preservation is ‘Sustainable’ Choice by Pierre Peltier PHOTO CREDIT: ISSA Pavement preservation at America’s national parks is more demanding — with greater restrictions — than is done on conventional pavements T he “green” movement towards environmental sustainability in construction — and just about everything else — has driven much industry progress in recent years, and pavement preservation is part of the action. While the economic downturn has taken a little wind out of the green movement’s sails — and some in our industry look at the green movement with justifiable trepidation — environmentally sustainable living is still on the minds of legislators and the general public. From the furor over greenhouse gas (GHG) emissions, to the Clean Air Act Amendments, to storm water legislation and new wetlands regulation, to Leadership in Energy and Environmental Design (LEED) implementation in construction, green still is going strong. And as an eco-friendly and socially responsible aid to surface transportation infrastructure, pavement preservation deserves recognition and additional consideration for the role it plays. BENEFITS OF PRESERVATION Research has demonstrated the environmental sustainability of preservation treatments. Compared to 14 mill-and-fi ll alone, preservation methods such as slurry surfacing, micro surfacing and chip seals consume less aggregate and binder, that is, natural resources. The fact that these methods reduce the need to demolish, haul and dispose of (or even recycle) old pavements, coupled with the fact that they are quicker, cooler processes to apply, translate to a reduction in waste, emissions and greenhouse gases. Simply put, the carbon footprint from pavement preservation projects is lower than that from traditional asphalt paving. Pavement preservation methods offer additional, less obvious green advantages as well. For example, because there is no need to establish a nearby aggregate source or hot-mix asphalt plant, dust from crushing and screening, additional emissions and energy needs are reduced. Roads are drivable within a short period after the treatments have been applied, reducing traffic delays and the associated greenhouse gas emissions. “In general, the longer a contractor is out there, the more energy and materials you consume, the more emissions and greenhouse gases you create, and the more risk there is to workers and the general public,” said Rusty Price, president and general manager for View past issues of the Pavement Preservation Journal online at www.naylornetwork.com/fpp-nxt http://www.naylornetwork.com/fpp-nxt

Table of Contents for the Digital Edition of Pavement Preservation Journal - Spring 2012

President’s Message
National Preservation Conference: Make Plans Now
Pavement Preservation is ‘Sustainable’ Choice
Deck Micro Surfacing Cuts Accidents, Wins Award
Enhanced Fog Seals Boost Chip Retention
Sophisticated ‘Seal Coats’ Enhance Texas DOT Pavement Preservation
Rejuvenating Treatment Preserves Runway, Grooving
Fine-Mill Pavements for Smooth Thin Overlays
Puerto Rico, Southeast States Focus on Preservation
Maryland Identifies Right Fix for Right Road, Right Time
‘Thin is In’ for New Texas Center Courses
Why to Cut Back on Cutback Asphalt
Test Sections Constructed at Virginia Smart Road
Ground Penetrating Radar Fills Gaps in PMS

Pavement Preservation Journal - Spring 2012

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