Pavement Preservation Journal - Winter 2009 - (Page 35)

Revised Manual Provides Basics of Asphalt in Preservation By H. Wayne Jones n these economically challenging times, pavement specialists must get back to the fundamentals — correcting small defects before they become embarrassingly large ones, and making sure we use the right treatment at the right time to extend the life of our pavements. Because of the need to get back to the sound fundamentals of maintenance, The Asphalt Institute has just fi nished updating one of its most widely used technical manuals, MS-16, Asphalt in Pavement Preservation and Maintenance, 4th Edition. This new edition has been updated to include a brief overview of all of the principles of pavement management and preservation and descriptions of all of the recognized repair techniques and surface treatments. Maintenance and rehabilitation procedures are also expanded to address the latest technologies, including current surface seal options, infrared patching, specialized patching procedures and expanded crack sealing and fi lling procedures. The new MS-16 retains its field-friendly size, too, so the manual can be used on the project to reference maintenance principles and techniques to the hands-on practitioners. This new edition is scheduled for release in early December 2009 and can be ordered from www. asphaltinstitute.org, or by calling (859) 288-4960. UNDERSTANDING THE ‘MIX OF FIXES’ Pavement management concepts can be used to manage the maintenance and rehabilitation of a road network cost-effectively, using a mix of low-cost maintenance treatments on roads in good condition and more expensive rehabilitation treatments on roads with advanced levels of deterioration. This “mix of fixes” results in continuing efforts to reduce the number of roads in poor condition (which are very expensive to fix) while maintaining good roads in good condition for as long as possible. The American Association of State Highway and Transportation Officials (AASHTO) defines a Pavement I Management System (PMS) as: “a set of tools or methods that assist decision-makers in finding optimum strategies for providing, evaluating and maintaining pavements in a serviceable condition over a period of time” (AASHTO 1993). A PMS uses reliable pavement inventory and condition information to help identify and prioritize pavement maintenance and rehabilitation needs within budget, or other constraints that may exist. A PMS can be as simple as driving your pavements and rating their ride characteristics on a scale from 1-10 and then ranking them in order to determine the maintenance priority. When you plot these manual ratings on charts over time, trends will begin to develop that will help forecast the timing of maintenance procedures in the future. Computerized PMS can be very sophisticated with the ability to manage and analyze large databases of pavement inventory. Since most computerized PMSs are able to forecast future pavement conditions, an agency can quickly evaluate the impact of today’s investment decisions on the long-term conditions of the road network. ‘WORST FIRST’ WASTES CASH No matter how sophisticated your PMS is, you soon learn that spending the majority of your maintenance dollars fixing the “worst first” roadways in your network not only wastes money, but it allows the overall condition of your system to rapidly deteriorate while waiting for maintenance. Before then, use preventive maintenance. Preventive maintenance is routine work that is planned and organized specifically to prevent future deterioration of a pavement. It includes crack sealing, surface treatments, thin overlays, drainage maintenance, etc. The idea behind preventive maintenance is to expend funds and materials while the pavement is in relatively good condition in order to delay or retard future deterioration and thus prolong the life of the pavement. This type of maintenance can be done at a very reasonable cost because it is scheduled and done before any major distresses show up in the pavement. Conducting preventive maintenance activities on a sound pavement in good condition is very effective, but conducting inappropriate repairs (in either method or timing) can accelerate the rate of pavement deterioration. In summary, preventive maintenance is completing the right maintenance activity at the right time. Ohio-based Jones is senior regional engineer, The Asphalt Institute. Winter 2009 pavement preservation journal 35 http://www.asphaltinstitute.org http://www.asphaltinstitute.org

Table of Contents for the Digital Edition of Pavement Preservation Journal - Winter 2009

Pavement Preservation Journal - Winter 2009
Contents
President’s Message
International Preservation Conference to Feature Flexible, Rigid Pavements
A Tribute to Jim Sorenson
Add Pavement Preservation to Boost Pavement Management
L.A. Street Preservation: It’s For, and About, the Public
StreetSaver Software Key to Bay Area Asset Management, Regional Fund Distribution
Integrating Pavement Preservation Practices
Revised Manual Provides Basics of Asphalt in Preservation
International Road Federation Hears from Lone Star State on Pavement Preservation
Iowa State Hosts Grad Course in System Asset Management
A New FP2 for Changing Times
Stimulus Package Boosts Preservation in Northeast
Calendar of Events
Index to Advertisers
Advertisers.com

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