Pavement Preservation Technology

In France, South Africa, And Australia

Office of International Programs

FHWA/US DOT (HPIP)
400 Seventh Street, SW
Washington, DC 20590

Tel: 202-366-9636
Fax: 202-366-9626

international@fhwa.dot.gov
www.international.fhwa.dot.gov

International Technology Exchange Program

Publication No. FHWA-PL-03-001 OCTOBER 2002
HPIP/10-02(5M)EW
International Technology Exchange Program
JUNE 2002
 NOTICE
The contents of this report reflect the views of the authors, who are responsible for the facts
and accuracy of the data presented herein. The contents do not necessarily reflect the official
policy of the Department of Transportation.
The metric units reported are those used in common practice by the persons interviewed.
They have not been converted to pure SI units because in some cases, the level of precision
implied would have been changed.
The United States Government does not endorse products or manufacturers. Trademarks or
manufacturers’ names appear herein only because they are considered essential to the
document.
The publication of this document was sponsored by the U.S. Federal Highway Administration
under contract number DTFH61-99-C00005. awarded to American Trade Initiatives, Inc. Any
opinions, options, findings, conclusions, or recommendations expressed herein are those of
the authors and do not necessarily reflect those of the U.S. Government, the authors’ parent
institutions, or American Trade Initiatives, Inc.
This report does not constitute a standard, specification, or regulation.
 Technical Report Documentation Page
1. Report No. 2. Government Accession No. 3. Recipient’s Catalog No.
FHWA- PL-03-001
4. Title and Subtitle 5. Report Date
Pavement Preservation Technology in France, South Africa, and Australia October 2002
6. Performing Organization Code

Tommy L. Beatty, Dennis C. Jackson, Dan A. Dawood,

7. Author(s) 8. Performing Organization Report No.
Robert A. Ford, James S. Moulthrop, Gary D. Taylor, Frank L. Danchetz,
Duane A. Blanck, Jerry M. Fay, David S. Keough, Luis M. Rodriguez,
Michael D. Voth, and Zane L. Webb
9. Performing Organization Name and Address 10. Work Unit No.(TRAIS)
American Trade Initiatives
P.O. Box 8228
Alexandria, VA 22306-8228
11. Contract or Grant No.
DTFH61-99-C-0005
12. Sponsoring Agency Name and Address 13. Type of Report and Period Covered
Office of International Programs
Office of Policy
Federal Highway Administration
U.S. Department of Transportation
American Association of State Highway and Transportation Officials
14. Sponsoring Agency Code

15. Supplementary Notes

FHWA COTR: Hana Maier, Office of International Programs
16. Abstract
An increasing number of highway agencies have found that applying relatively low-cost surface preservation treatments
can extend the service life of pavement. The Federal Highway Administration, American Association of State Highway
and Transportation Officials, and National Cooperative Highway Research Program sponsored a scanning study of France,
South Africa, and Australia to investigate innovative programs for pavement preservation.

The U.S. delegation observed that the countries visited are committed to designing and building long-lasting structural
pavement sections on their national roadway networks. The countries focus on road maintenance, using low-cost seals and
thin overlays on surfaces to protect their investment in underlying layers, rather than on more costly rehabilitation.

The scanning team’s recommendations for U.S. application include developing demonstration projects using deep subbase
and deep base roadway designs, testing innovative procedures to improve chip seal performance, conducting a best-
practices seminar on long-term maintenance contracts, and evaluating pavement condition survey vehicles.

17. Key Words 18. Distribution Statement

Key words No restrictions.
Pavement preservation, preventive maintenance, This document is available to the public from the
pavement management system, pavement condition Office of International Programs
survey vehicle, chip seal, deep base, deep subbase, FHWA-HPIP, Room 3325
bitumen, aggregate, concrete, asphalt
US Dept. of Transportation
Washington, DC 20590

international@fhwa.dot.gov
www.international.fhwa.dot.gov
19. Security Classif. (of this report) 20. Security Classif. (of this page) 21. No. of Pages 22. Price
Unclassified Unclassified 56 Free
Form DOT F 1700.7 (8-72) Reproduction of completed page authorized
Pavement Preservation technology
In France, South Africa, and Australia
prepared by the international scanning study team

TOMMY L. BEATTY ROBERT A. FORD

FHWA FHWA
CO-CHAIR
DAVID S. KEOUGH
FRANK L. DANCHETZ NATIONAL PARK SERVICE
GEORGIA DOT
CO-CHAIR JAMES S. MOULTHROP
FOUNDATION FOR PAVEMENT PRESERVATION
DENNIS C. JACKSON
KRISTEN BETTY & ASSOCIATES LUIS M. RODRIGUEZ
FACILITATOR FHWA

DUANE A. BLANCK GARY D. TAYLOR

NATIONAL ASSOCIATION OF COUNTY ENGINEERS MICHIGAN DOT

DAN A. DAWOOD MICHAEL D. VOTH

PENNSYLVANIA DOT FHWA

JERRY M. FAY ZANE L. WEBB

AMERICAN PUBLIC WORKS ASSOCIATION TEXAS DOT

AND

AMERICAN TRADE INITIATIVES, INC.

AVALON INTEGRATED SERVICES, INC.

FOR THE

FEDERAL HIGHWAY ADMINISTRATION

U.S. DEPARTMENT OF TRANSPORTATION

AMERICAN ASSOCIATION OF STATE HIGHWAY AND TRANSPORTATION OFFICIALS

THE NATIONAL COOPERATIVE HIGHWAY RESEARCH PROGRAM

(PANEL 20-36)
OF THE TRANSPORTATION RESEARCH BOARD

OCTOBER 2002

i
 ACKNOWLEDGMENTS
As with all collegial efforts, this scanning study would not have been successful without
the assistance of many individuals. The team is particularly appreciative of the
outstanding contributions of the officials, engineers, technical personnel, and their
staffs in the places we visited (Appendix A). These individuals and their organizations
contributed countless hours both in front of and behind the scenes, responding to the
team’s amplifying questions, preparing and presenting technical information,
arranging and guiding site reviews, and generously giving their time and expertise.

The advice, counsel, and organizational insight of the staff of American Trade
Initiatives, Inc. (ATI) were invaluable to all facets of the trip and production of the scan
report documents. ATI, under contract to the Federal Highway Administration (FHWA),
managed travel logistics for the trip. ATI also assisted in preparing this report and
other documents. The team would like to recognize the contributions of the following
ATI staff:
• Joe Conn for his guidance, leadership, and insight.
• Jake Almborg for his tireless efforts and amazing organizational skills
coordinating travel logistics, team finances, and meetings. The team was
constantly amazed at Jake’s decorum and dedication to the task at hand in
the midst of changing schedules, overbooked flights, and the rigors of
international travel.
• Alexandra Doumani for her indefatigable spirit and attention to detail in
making travel arrangements, handling the team’s finances, and coordinating
trip reports.
Sponsors of the trip were the FHWA Office of International Programs, the American
Association of State Highway and Transportation Officials through the National
Cooperative Highway Research Program, and the Foundation for Pavement
Preservation.

ii
 FHWA INTERNATIONAL TECHNOLOGY
EXCHANGE PROGRAMS
The Federal Highway Administration’s (FHWA) international programs focus on
meeting the growing demands of its partners at the Federal, State, and local levels for
access to information on state-of-the-art technology and the best practices used
worldwide. While FHWA is considered a world leader in highway transportation, the
domestic highway community is interested in advanced technologies being developed
by other countries, as well as innovative organizational and financing techniques used
by FHWA’s international counterparts.

The International Technology Scanning Program accesses and evaluates foreign

technologies and innovations that could significantly benefit United States highway
transportation systems. Access to foreign innovations is strengthened by U.S.
participation on the technical committees of international highway organizations and
through bilateral technical exchange agreements with selected nations. The program is
undertaken cooperatively with the American Association of State Highway and
Transportation Officials (AASHTO) and its Select Committee on International
Activities, and the Transportation Research Board’s (TRB) National Highway Research
Cooperative Program (Panel 20-36), the private sector, and academia.

FHWA and its partners jointly determine priority topic areas. Teams of specialists in
the specific areas of expertise being investigated are formed and sent to countries
where significant advances and innovations have been made in technology,
management practices, organizational structure, program delivery, and financing.
Teams usually include Federal and State highway officials, private sector and industry
association representatives, and members of the academic community.

FHWA has organized about 50 of these reviews and disseminated results nationwide.
Topics have included pavements, bridge construction and maintenance, contracting,
intermodal transport, organizational management, winter road maintenance, safety,
intelligent transportation systems, planning, and policy. Findings are recommended for
follow-up with further research and pilot or demonstration projects to verify
adaptability to the United States. Information about the scan findings and results of
pilot programs are then disseminated nationally to State and local highway and
transportation officials and the private sector for implementation.

This program has resulted in significant improvements and savings in road program
technologies and practices throughout the United States, particularly in the areas of
structures, pavements, safety, and winter road maintenance. Joint research and
technology-sharing projects have also been launched with international counterparts,
further conserving resources and advancing the state of the art.

For a complete list of International Technology Scanning topics, and to order free copies
of the reports, please see pages iv-v.

Website: www.international.fhwa.dot.gov
E-Mail: international@fhwa.dot.gov

iii
 FHWA INTERNATIONAL TECHNOLOGY
EXCHANGE REPORTS
International Technology Scanning Program:
Bringing Global Innovations to U.S. Highways

INFRASTRUCTURE
Geotechnical Engineering Practices in Canada and Europe
Geotechnology—Soil Nailing
International Contract Administration Techniques for Quality Enhancement-CATQEST
Contract administration: Technology and Practice in Europe

PAVEMENTS
European Asphalt Technology
European Concrete Technology
South African Pavement Technology
Highway/Commercial Vehicle Interaction
Recycled Materials in European Highway Environments
Pavement Preservation Technology in France, South Africa, and Australia

BRIDGES
European Bridge Structures
Asian Bridge Structures
Bridge Maintenance Coatings
European Practices for Bridge Scour and Stream Instability Countermeasures
Advanced Composites in Bridges in Europe and Japan
Steel Bridge Fabrication Technologies in Europe and Japan
Performance of Concrete Segmental and Cable-Stayed Bridges in Europe

PLANNING AND ENVIRONMENT

European Intermodal Programs: Planning, Policy and Technology
National Travel Surveys
Recycled Materials in European Highway Environments
Geometric Design Practices for European Roads
Sustainable Transportation Practices in Europe
Wildlife Habitat Connectivity Across European Highways
European Right-of-Way and Utilities Best Practices

SAFETY
Pedestrian and Bicycle Safety in England, Germany and the Netherlands
Speed Management and Enforcement Technology: Europe & Australia
Safety Management Practices in Japan, Australia, and New Zealand
Road Safety Audits—Final Report
Road Safety Audits—Case Studies

iv
Innovative Traffic Control Technology & Practice in Europe
Commercial Vehicle Safety Technology & Practice in Europe
Methods and Procedures to Reduce Motorist Delays in European Work Zones

OPERATIONS
Advanced Transportation Technology
European Traffic Monitoring
Traffic Management and Traveler Information Systems
European Winter Service Technology
Snowbreak Forest Book – Highway Snowstorm Countermeasure Manual (Translated
from Japanese)
European Road Lighting Technologies
Freight Transportation: The European Market

POLICY & INFORMATION

Emerging Models for Delivering Transportation Programs and Services
Acquiring Highway Transportation Information from Abroad—Handbook
Acquiring Highway Transportation Information from Abroad—Final Report
International Guide to Highway Transportation Information

All publications are available on the internet at www.international.fhwa.dot.gov

v
 ACRONYMS
AASHTO American Association of State Highway and Transportation Officials
ALD average least dimension
APWA American Public Works Association
AUSTROADS Association of Australian and New Zealand Road Transport and
Traffic Authorities
ATI American Trade Initiatives
BOT build, operate, and transfer
CAM crack activity meter
CBR California bearing ratio
CRCP continuously reinforced concrete pavement
CRS cationic rapid-setting emulsion asphalt
DOT Department of Transportation
EMA ethyl methacrylate
EVA ethylene vinyl acetate
EVU equivalent vehicle units
FHWA Federal Highway Administration
FP2 Foundation for Pavement Preservation
GPS global positioning system
GVM gross vehicle mass
HMA hot-mix asphalt
IRI international roughness index
JPCP jointed plain concrete pavement
LA Los Angeles
NACE National Association of County Engineers
NCHRP National Cooperative Highway Research Program
PCCP portland cement concrete pavement
PMS pavement management system
RFP request for proposal
RTA Roads and Traffic Authority (New South Wales, Australia)
SAMI stress-absorbing membrane interlayer
SANRAL South African National Road Agency Limited
SBR styrene butadiene rubber
SBS styrene butadiene styrene
STIP scan technology implementation plan
TRB Transportation Research Board
VicRoads Victorian State Road Authority
VOC vehicle operating cost

vi
 CONTENTS
EXECUTIVE SUMMARY ............................................................................................ viii
Background ............................................................................................................ viii
Objective and Panel Composition .......................................................................... viii
Key Findings .......................................................................................................... viii
Recommendations ..................................................................................................... ix
Implementation .......................................................................................................... x
CHAPTER ONE – INTRODUCTION ............................................................................. 1
Background ................................................................................................................ 1
Objective and Panel Composition .............................................................................. 2
CHAPTER TWO – GENERAL OBSERVATIONS .......................................................... 4
Road System ............................................................................................................... 4
Privatization .............................................................................................................. 6
Funding ...................................................................................................................... 7
Pavement Maintenance Strategies ............................................................................ 8
Materials .................................................................................................................. 10
Pavement Management System .............................................................................. 12
Miscellaneous ........................................................................................................... 13
CHAPTER THREE – KEY FINDINGS ......................................................................... 16
Management Perspective and Policies .................................................................... 16
Resource Commitment and Cost-Effectiveness ....................................................... 17
Treatments, Techniques, and Performance .............................................................. 18
Innovative Methods, Practices, and Procedures ...................................................... 20
CHAPTER FOUR – RECOMMENDATIONS ............................................................... 22
Deep Subbase, Deep Base, and Extended Pavement Design Life ........................... 22
Chip Sealing ............................................................................................................. 22
Timely Preventive Maintenance ............................................................................. 24
Innovative Methods, Practices, and Procedures ...................................................... 24
Contract Maintenance ............................................................................................. 25
Pavement Condition Survey Equipment ................................................................. 25
CHAPTER FIVE – IMPLEMENTATION ..................................................................... 26
Implementation Recommendations ......................................................................... 26
Miscellaneous Products and Activities .................................................................... 28
CHAPTER SIX – CONCLUSION .................................................................................. 30
APPENDIX A - HOSTS .................................................................................................. 31
APPENDIX B – TEAM MEMBERS............................................................................... 37
APPENDIX C – AMPLIFYING QUESTIONS .............................................................. 43

vii
 EXECUTIVE SUMMARY
BACKGROUND
Traditionally, highway agencies have allowed the ride quality and structural condition
of their pavements to deteriorate to fair or poor condition before taking steps to
rehabilitate them. The aim of rehabilitation is to repair structural damage and restore
measurable pavement conditions such as ride, rutting, and cracking. This is a costly and
time-consuming activity with associated traffic disruptions and inconvenience to
adjacent businesses and residences.

In recent years, increasing numbers of highway agencies have found that applying a
series of low-cost pavement preservation treatments can extend the service life of
pavement. This translates into a better investment and increased customer satisfaction
and support. France, South Africa, and Australia are recognized as nations with
innovative programs and new treatments for pavement preservation.

OBJECTIVE AND PANEL COMPOSITION

The objective of the scanning study was to review and document innovative techniques,
materials, procedures, and equipment used in the host countries for pavement
preservation and to evaluate these elements for potential application in the United
States. To this end, the scanning team met with government agencies and private-sector
organizations involved with pavement preservation, and visited sites to observe the
results of pavement preservation techniques and strategies.

The Federal Highway Administration (FHWA), an agency of the U.S. Department of

Transportation, the American Association of State Highway and Transportation
Officials (AASHTO), and the National Cooperative Highway Research Program
(NCHRP) jointly sponsored the Pavement Preservation International Scanning Study.
The delegation included members representing State departments of transportation in
Georgia, Michigan, Pennsylvania, and Texas; National Association of County Engineers;
FHWA; National Park Service; American Public Works Association; and from the
private sector, Koch Materials Company and Kristen Betty and Associates.

KEY FINDINGS
The team noted several key findings or actions taken in the host countries that have
had a marked impact on pavement preservation activities and program success:
• All the countries visited have made a commitment to designing and building
long-lasting structural pavement sections on their national roadway networks.
This decision has caused these nations to focus maintenance activities on
surface courses to preserve the large investment in underlying layers. This, in
turn, promotes the use of relatively low-cost seals and thin overlays as the
primary maintenance techniques, instead of more costly types of rehabilitation.
• Providing initially high structural capacity enables highway agencies to use
relatively low-cost seals and thin overlays on set, repeatable cycles. For the most
part, rehabilitation is a minor part of agencies’ maintenance programs.
Consequently, agencies emphasize pavement preservation techniques.

viii
 EXECUTIVE SUMMARY

• All three countries use only quality materials for both bitumen and aggregate.
Generally, crushed aggregate and proven polymer-modified asphalt binders are
used. This is ensured through the use of rigorous specifications. Materials
sources are specified and there is no inhibition to using sources a great distance
away from the project site.
• Warranties, usually four years in duration, are used in contracts when applying
preventive maintenance techniques. The functional properties warranted are
friction, rutting, and smoothness. The responsibility of the contractor for the
repair of non-compliant sections reduces with time and traffic. A secondary effect
of the application of warranties has been the innovation of materials and
mixtures by contractors and material suppliers.
• France uses a system called the Charter of Innovation, through which the
government and industry share in the risk of experiments to develop new and
innovative products. Requests for proposals are issued annually for new products
and test sections are constructed. Surveys are conducted with the company and
government sharing in the cost. Successful products are then accepted
nationally for inclusion in the preventive maintenance program.

RECOMMENDATIONS
After discussing and evaluating what they had observed in the three countries, the
team developed the following recommendations with potential for implementation in
the United States. The findings, observations, and recommendations are those of the
scanning team and not of FHWA.
1. Initiate demonstration projects with deep subbase and deep base designs in
different regions of the country to determine the effectiveness of this design
strategy.
2. Encourage highway agencies to include pre-coating of chips in their chip seal
specifications.
3. Test and evaluate geotextile-reinforced chip seals in both freeze and no-freeze
environments.
4. Encourage agencies that do not use modified binders for chip seals to do so.
5. Encourage agencies to review their specifications and upgrade them where
appropriate so that superior aggregates are used and improved service life is
achieved.
6. Encourage agencies to review their design practices for chip seals and consider
placing them on base or subbase courses to prevent moisture infiltration.
7. Encourage agencies to apply chip seals earlier in the distress cycle.
8. Investigate the practice in New South Wales of placing thin (40-to-60-
millimeter) asphalt overlays on portland cement concrete pavement.
9. Encourage AASHTO and FHWA to develop a mechanism to evaluate and
implement new and innovative products and processes.

ix
 EXECUTIVE SUMMARY

10. Encourage AASHTO and/or FHWA to conduct a seminar to share best practices
and investigate the possibility of demonstration projects in the United States
using long-term maintenance contracts.
11. Conduct studies of Road Crackä , a pavement condition survey vehicle, and
similar vehicles to evaluate the potential for use by transportation agencies. If
warranted, develop a pilot program for a side-by-side field evaluation of these
vehicles.

IMPLEMENTATION
A small group of scanning team members has developed a technology implementation
plan that outlines a series of activities to document, showcase, apply, and evaluate the
innovative pavement preservation techniques, processes, materials, and equipment
used in the nations visited. These activities will be directed at educating the U.S.
highway community about the effectiveness and value of these innovative technologies.

x
 Chapter one
INTRODUCTION
BACKGROUND
Traditionally, highway agencies have allowed the ride quality and structural condition
of their pavements to deteriorate to fair or poor condition before taking steps to
rehabilitate them. The aim of rehabilitation is to repair structural damage and restore
measurable pavement conditions, such as ride, rutting, and cracking. This is a costly
and time-consuming activity with associated traffic disruptions and inconvenience to
adjacent businesses and residences. In recent years, an increasing number of highway
agencies have found that applying a series of low-cost pavement preservation
treatments can extend the service lives of their pavements. This translates into a better
investment and increased customer satisfaction and support.

The concept of highway system preservation using a variety of pavement preservation

techniques and strategies is gaining interest in the United States. Scanning studies
provide an invaluable opportunity to benchmark foreign technical and managerial
practices for the benefit of public- and private-sector partners in the U.S. transportation
community. In light of this, France, South Africa, and Australia were selected as

Figure 1. The scanning team visited France, South Africa, and Australia to observe pavement
preservation innovations.

destinations for a scanning study team, having been identified as nations with
innovative programs and state-of-the-art treatments for pavement preservation.

The scanning team started in Paris and Nantes, France; continued to Pretoria and
Johannesburg, South Africa; and completed the study in Australia with visits to Perth
in Western Australia, Melbourne in Victoria, Brisbane in Queensland, and Sydney in
New South Wales.

1
 CHAPTER 1

OBJECTIVE AND PANEL COMPOSITION

The scanning study’s objective was to review and document innovative techniques,
materials, procedures, and equipment used in the host countries for pavement
preservation and to evaluate these elements for potential application in the United
States. To this end, the panel met with government agencies and private-sector
organizations involved with pavement preservation, as well as visited sites to observe
firsthand the results of pavement preservation techniques and strategies.

The Federal Highway Administration (FHWA), an agency of the U.S. Department of

Transportation, the American Association of State Highway and Transportation
Officials (AASHTO), and the National Cooperative Highway Research Program
(NCHRP) jointly sponsored the Pavement Preservation International Scanning Study.
The delegation included members representing State departments of transportation
(DOT) in Georgia, Michigan, Pennsylvania, and Texas; National Association of County
Engineers; FHWA; National Park Service; American Public Works Association; and from
the private sector, Koch Materials Company and Kristen Betty and Associates
(Appendix B). Team members have expertise in program development and
administration, pavement design and management, construction, materials, and
maintenance.

Team members developed a list of amplifying questions (Appendix C), which was sent to
each country before the study. These questions provided the host countries with an
understanding of the topics of interest to the U.S. team and enabled the hosts to plan
their presentations and site visits accordingly. The amplifying questions focused on four
major topics:
• Management perspective
and policies
• Resource commitment and
cost-effectiveness
• Treatments, techniques,
and performance
• Innovative methods,
practices, and procedures
Team members shared their
experience, expertise, and
opinions among themselves
and with the hosts. As a
result of these exchanges,
excellent formal
presentations, and
informative site visits, the
Figure 2. Team members met frequently during the tour to team developed general
share observations. observations and key
findings relating to the practice of pavement preservation in the three countries. The
team also developed recommendations for potential implementation in the United
States.

2
 CHAPTER 1

The technical information gathered during the study is included in this report. Chapter
Two, General Observations, covers information about pavement preservation that team
members believe is of general interest to the highway community. Chapter Three, Key
Findings, outlines actions the host nations have taken that have had a marked impact
on pavement preservation activities and program success.

Team members met both before the trip and during the course of their travels. In
addition, a formal meeting at the end of the trip and correspondence added further
refinements to this report. The report is not intended to be a synthesis of international
practice, but a compilation of the team’s thoughts, observations, key findings, and
recommendations.

3
 Chapter Two
GENERAL OBSERVATIONS
Throughout the study, the team gathered valuable information not only at formal
presentations and discussions, but also during site reviews and travel between venues.
Other good sources of information were the informal one-on-one discussions and
question-and-answer sessions individual team members had with their hosts. The
information derived through these and other methods of communication is included
below. These general observations are categorized by subject matter and country.

The study validated the fact that pavement preservation strategies and techniques used
throughout the United States enjoy levels of success similar to those used in the host
countries. Among them are institutionalizing systematic methods of programming and
dedicated funding, using high-quality materials and sophisticated construction
equipment, including pavement preservation as an internal element of long-term
performance, and recognizing and overcoming potential barriers to success.

ROAD SYSTEM
France
• The roadway system in France includes the following networks:
• 10,711 kilometers of Motorway toll roads (7,186 kilometers under
concession)
• 2,500 kilometers of non-toll Motorway roads
• 28,000 kilometers of national (state) roads
• 316,000 kilometers of department (county) roads
• 580,000 kilometers of commune (city) roads
• Each network is
managed separately
and has a distinct
purpose and expected
level of service.
Generally, toll roads
are maintained at a
higher level than the
rest of the system
because of a dedicated,
toll-supported revenue
stream.
• Construction of the
French Motorway
system, which serves
as the equivalent of
the U.S. Interstate
Figure 3. The team visited sites where pavement system, began in the
preservation treatments have been applied. 1960s. Pavement
sections built since 1980

4
 CHAPTER 2

were designed with an expected life span of 30 years. Since the system is
relatively young, its overall condition is quite good. Forty percent of traffic is on
the national network and 90 percent of the system is asphalt concrete.
• Although research and development activities are centralized, contractors are
involved both in quality assurance and in developing technologies to achieve
better results through the use of proprietary products.

South Africa
• The Republic of South Africa’s road network includes national, provincial, and
local systems. The national system includes about 19,000 kilometers of primary
roadway, which is similar in function to the U.S. Interstate system. The South
African National Road Agency Limited (SANRAL) manages about 7,000
kilometers. The remainder is managed provincially but has been identified as
serving a national function. SANRAL is a registered company of which the
National Minister of Transport is the sole shareholder. It was created in 1998 to
replace the Chief Directorate, National Roads of the National Department of
Transport. It is run like a business instead of a government department.
Provincial road systems total about 170,000 kilometers, while local systems
include about 350,000 kilometers. About 64,000 kilometers of the local system is
surfaced. It is up to the provinces to fund, build, repair, and operate their
individual systems.
• The national network consists of 45 percent seals, 46 percent hot-mix asphalt of
various types, 8.7 percent jointed plain concrete pavement, and 0.3 percent
continuously reinforced concrete pavement. South Africa has 100 kilometers of
concrete overlays on flexible pavements and 30 kilometers of 160-to-230-
millimeter concrete inlays on flexible pavements.

Australia
• The Australian road network is made up of national, state, and local systems.
The national system includes roads that connect states and have been federally
identified as serving national needs. Maintenance responsibility for the national
road system lies with the states. Funding for maintaining this system comes
from the national government. The remainder of the state-maintained system
provides arterial service within each state. More than 75 percent of all traffic
occurs on the state-maintained network. States are broken up into smaller
regions that manage maintenance of the state system at the local level.
Municipalities and other local entities manage local systems. Approximate
network lengths are included in the following table:

STATE NATIONAL (KM) STATE (KM) LOCAL (KM)

WESTERN AUSTRALIA 4,600 12,600 78,100
VICTORIA 18,000 22,200 127,000
QUEENSLAND 4,000 34,000 133,000
NEW SOUTH WALES 19,000 20,700 142,000
Table 1. Breakdown of Australian system lengths by state networks.

5
 CHAPTER 2

• Truck rates are growing at rates similar to those in the United States. This has
a significant impact on Australian roads because of permissible triple axle
configurations.
• States use benchmarking to evaluate the progress and effectiveness of pavement
maintenance strategies. The Victorian State Road Authority (VicRoads), for
example, reduced routine maintenance costs from $920 per lane kilometer in
1993 to $730 per lane kilometer in 2000.

PRIVATIZATION
France
• Of the total Motorway network, 7,186 kilometers are owned and operated by
concessionaires (builder/operator). A toll of half a franc per kilometer (6 cents
per mile) is charged to users to cover costs of financing, construction, operation,
and maintenance and to generate a profit. Concessionaires sell shares in the
road system and are allowed to hire whomever they wish to do repairs.
Concessionaires are totally liable for safety issues. The French government is a
shareholder in the concessionaire companies and over half of the total system
budget is generated from toll revenues. This partnership appears to be
successful.
• French concessionaires are totally integrated in both design and construction.
France’s unique contractor/owner relationship encourages innovation and has
led to a number of patented processes and mixes.

Australia
• The general trend is toward privatization of road functions, including design,
maintenance, and construction. The extent varies from state to state. According
to the states’ data, this has led to cost reductions. Western Australia has
contracted out more than 90 percent of its activities and has reduced its staff
from more than 2,500 to 700 employees. State agencies have some concerns
about their ability to adequately administer maintenance contracts, but are
committed to the success of the program.
• Privatization is carried out through a number of contract strategies:
• Single-invitation contracts – Negotiated contracts with local governments to
do work. Because rural populations are sparse and local economies may not
remain viable, contracts are negotiated with local governments to support
the local economy. This may have some effect on the type of work performed
on the local network.
• Performance-specified maintenance contracts – Long-term (10-year)
contracts based on roughness, cracking, rutting, and texture for pavement
performance and other measures for additional routine maintenance items.
• Scheduled-rate contracts – Contracts with set schedules for unit costs of
work necessary for maintenance items and rehabilitation work.
• Tendered contracts – Low-bid contracts.

6
 CHAPTER 2

FUNDING
France
• With the exception of tolls, no dedicated public funding source generates funds
for roads. All taxes, including fuel taxes, go to a general fund from which a road
budget is allocated. Funding allocations for preventive maintenance are based
primarily on roadway use, not on condition. Specific treatments are selected at
the local level. Funding allocations for rehabilitation, or structural repair, are
based on condition. In both cases, funds available for allocation are obtained
from a general fund and the magnitude of funds available for maintenance is
determined through the political process.
• The Ministry of Transport’s 1998 budget was:
• 1.3 billion euros – state budget
• 643 million euros – local authority financing (regions, counties, towns)
• 2.4 billion euros – Motorway concession company financing (loans, self-
financing, equity capital)
• 564 million euros – proportion of toll revenue allocated to maintenance
• Maintenance of tollways where funding is consistent and predictable is good, but
a 2001 analysis of government activities indicated not enough money is
available for preventive maintenance on the national system.

South Africa
• SANRAL’s policy is to foster social equity and sustained economic growth, as
well as to promote employment and redistribution of wealth. Consequently,
social needs have a high priority and are weighted against the role
transportation plays in the country’s economy.
• No ongoing dedicated funding source is available for road building and repair,
although a three-year conditional grant provides some funding. Money is
appropriated to SANRAL for national roads from a central budget system, but
there is no specific formula or amount. The government also allocates money for
each provincial budget. The provincial government then determines how much
to spend on building and repairing roads. In most cases, toll revenues can be
spent only on toll roads.

Australia
• No dedicated funding sources are available for transportation in Australia.
Taxes are collected on fuel, automobile sales, and licensing and are deposited
into general government accounts. Funds are then allocated to the states from
the federal government through the budget process.
• Maintenance responsibility for the national road system lies with individual
states. Funding for managing the system comes from the federal government,
but in most cases funds provided are insufficient to fully maintain these
facilities. Some states subsidize the funding shortfall, while others modify their

7
 CHAPTER 2

national roads maintenance by optimizing their programs with the funds

provided. These allocations are not based on pavement management analysis.
For the most part, states spend a high percentage of their maintenance funding
on preservation rather than rehabilitation. Some agencies such as VicRoads
make minor improvements in each of their preservation projects without
committing to a rehabilitation treatment.

PAVEMENT MAINTENANCE STRATEGIES

France
• In the French road system, the philosophy is to build a strong base so that the
wearing surface needs repaving only every 10 or 15 years and a structural
overlay needs to be placed every 20 years. Reconstruction is not common.
Several overlay types (thin, ultra thin, etc.) are used, with a specific course
thickness assigned to each. For the national highway system, rehabilitation
projects are selected at the national level. For all other roadways, decisions on
types of treatments are made locally.
• Pavement preservation and maintenance activities focus on functional issues,
such as improved skid resistance, noise reduction, and enhanced ride. This
emphasis mirrors the Ministry of Transportation’s stated goals for maintenance
of improved safety, environmental protection, and greater efficiency of public
service.

South Africa
• Pre-coating of aggregate is used to a large extent to prevent aggregate loss. Pre-
coating is accomplished by blending bitumen and aggregate in the stockpile. The
primary pavement maintenance treatment is a variety of surface seals, selected
on the basis of both research and hands-on experience. Each maintenance
project is engineered on the basis of established design guidelines, including a
decision-tree approach.

Australia
• Asset management programs for pavement maintenance and rehabilitation are
used by all state road agencies in Australia. These programs, similar to
pavement management systems in the United States, vary from state to state.
Asset management programs are well thought out and include prioritization
modeling as well as cost-benefit analysis. Asset management programs have
been used effectively in identifying needs and in convincing management that
more funding is needed for road maintenance.
• Except in urban areas, the road-building philosophy in Australia is to build a
deep subbase and a strong unbonded base course with a thin asphalt wearing
course.
• In New South Wales, the Roads and Traffic Authority has developed a strategy
that includes a five-year infrastructure maintenance plan. This plan identifies
road maintenance needs based on road system performance, assessment of road
features, condition, and community benefits.

8
 CHAPTER 2

Surfacing – Size 14/7 Two-Coat Chip Seal

Base – 200 mm Class 2 Crushed Rock

Upper Subbase – 150 to 200 mm Class 3 Crushed Rock

Lower Subbase – 150 mm Granular Material

Select Filling – 150 to 450 mm (CBR 5 to 10)

Subgrade – Average CBR 2 to 5

Figure 4. A typical heavy-duty granular pavement section includes a deep subbase.

• In Western Australia, the most commonly used preservation treatment in urban

areas is milling the surface layer and applying a stress-absorbing membrane
interlayer followed by a thin (30-millimeter) overlay. On lower-volume roads,
they reseal (chip seal) roadways and achieve good performance. Seals are
expected to last 12 to 15 years and asphalt overlays 20 years. Crack sealing is
often done to prevent water from getting into the base course, as keeping the
subgrade dry is considered crucial.
• In VicRoads, the maintenance strategy consists of a six-year program with the
goal of maintaining the pavement roughness of the network at an international
roughness index (IRI) of less than 4.2 meters per kilometer (270 inches per

9
 CHAPTER 2

mile). Since 1994, 10 percent of the network each year has been preserved using
this strategy.

MATERIALS
France
• Quality aggregates, considered very important, are the foundation for the
performance and longevity of both initial construction and pavement
preservation or maintenance treatments, including the use of gap-graded fine
mixes.
• Aggregate properties include 100 percent fully crushed, Los Angeles (LA)
abrasion loss less than 15, micro-duval less than 20, and polished stone value
less than 0.5. The gradations range from continuously graded to gap-graded.
Gradation bands are also tight, which ensures a quality material.
• Half of surface dressings are done with hot bitumen and half are done with
emulsions.
• The primary crude oil source for bitumen is Venezuela.
• A number of hot mixture types are used and include the following:

Type Top Size (mm) Thickness (cm) Bitumen Type Modifier

Thin 6-14 3-4 Pure Bitumen

Very Thin 2 30-50/50-70 pen SBS, EVA, EMA,

6-10
SBR, FIBERS
Ultra Thin 6-10 Equals Maximum 30-50/50-70 pen SBS, EVA, EMA,
Size SBR, FIBERS
Porous Asphalt 4

High Modulus 6-8 10-20/15-25 pen

Table 2. Typical hot-mix pavements in France.

• For microsurfacing applications, a concentrated solvent sealer emulsion made

from 50-70/70-100 penetration grade base stock is used. Often fibers are used
with an additive system attached to a standard microsurfacing machine. These
fibers improve adhesion.

South Africa
• Factors critical to the success of pavement preservation treatments include a
willingness to invest in quality aggregates, even if they must be transported
long distances, along with paying significant attention to size and gradation.
Specifications require 100 percent crushed material with 0.5 percent or less
passing the 200 sieve for a single aggregate used in hot and cold applications.

10
 CHAPTER 2

• Typical aggregate top sizes, lift thickness, names, and binders used for hot mixes
are as follows:

Top Size Lift Thickness Name Top Size

9.5 mm 20 mm Ultra Thin &,Thin 60/70

13.2 mm 30 mm Thin

19.0 mm 40 mm Conventional 60/70

26.5 mm 60 mm Thick Surfaces & Bases

37.5 mm 80 mm Asphalt Bases 40/50

Table 3. Typical hot-mix pavements in South Africa.

• Refiners are available and crude is imported from a variety of sources.

• The principal use of emulsions is for fog sprays and rejuvenation for seals. Most
surface dressing is done using modified hot binder.
• Some surface treatments use aggregates with a maximum size of 19 millimeters.
• Crumb rubber asphalts and other types of modified bitumens are used in a
variety of pavement applications, ranging from surface dressing to hot-mix
asphalt.

Australia
• Polymer-modified binders are used extensively in Australia for both chip seals
and hot-mix asphalt. For chip seals, hot applied bitumen is used predominantly.
Some cutbacks and emulsions are used as well. The hot applied bitumen is
modified with a number of different types of additives – styrene butadiene
styrene (SBS), styrene butadiene rubber (SBR), ethylene vinyl acetate (EVA),
ethyl methacrylate (EMA), and crumb rubber – but SBS and crumb rubber are
the two most widely used. The same is true for hot-mix asphalt mixes. Most are
SBS-modified class 170 (80-100 penetration grade), class 320 (50-60 pen), and
class 600 (40 pen) binders. The polymer loadings are normally in the six percent
range, nearly twice the amount generally used in the United States. The amount
of crumb rubber ranges from 16 to 20 percent.
• In general, the Australians have strict requirements for the quality and
gradation of aggregates used in surface courses. For example, chip seal
aggregate is friction resistant, clean (maximum of 0.5 percent passing the 200
sieve), a maximum size of 10 or 14 millimeters, and single sized. In most
instances, chips are pre-coated with bitumen to promote adhesion and early
return to traffic. Typical aggregate spread rates for single-layer seals are as
follows:

11
 CHAPTER 2

Nominal Size (mm) Average Least Dimension (mm) Application Rate (m2m3)
20 10.5-13.7 60-75
16 8.6-12.0 70-85
14 6.4-9.7 80-105
10 4.1-7.1 100-155
5 3.8-4-6 135-190
5 (Matrix) - 135-250
Table 4. Typical aggregate spread rates for single-layer seals.

• In rural areas, poor-quality materials called bush gravel with California bearing
ratio (CBR) values of 10 or less are used for base material. A “grass-roots grade”
is prepared. The poor material is treated with lime for stabilization, and then a
cutback asphalt primer is applied and finished with a chip seal. The local
gravels are often sensitive to moisture infiltration. This use of local materials for
base courses is one reason for the Australian emphasis on maintaining a
waterproof surface and the country’s intensive chip seal program.
• If locally available base course materials are of a lower quality, they are
stabilized with a number of different products, including lime, fly ash, bitumen,
and cement. In some areas, crushed rock base is treated with two percent cement
and left in stockpiles at the quarry to be hydrated.
• In New South Wales, crushed basic rocks such as basalt, intermediate rocks such
as dacite, and less frequently acidic rocks such as granite are used in asphalt
and sprayed seals. Crushed river rubble is also used on low-traffic roads. In
addition, specialized aggregates are used in surface courses to increase friction
and improve skid resistance.
• Geotextiles are used in most states in a number of different applications. They
can be used as a stress-absorbing membrane interlayer, in a sandwich seal, in a
double application, and directly under a chip seal. The primary reason for use is
the delay of reflective cracks from the treated base courses.
• In Western Australia’s rural areas, natural gravel base courses are sometimes
primed with cutback bitumen, covered with river sand or crusher dust, and left
open to traffic for six to eight months. A single chip seal is then applied to serve
as final wearing surface.

PAVEMENT MANAGEMENT SYSTEM

France
• A large variety and amount of data are generated about pavement and roadway
conditions on all roads through the use of specially developed equipment. The
entire roadway system is evaluated on a three-year cycle. France’s ultimate goal
is to use its pavement management system for designing surface preservation

12
 CHAPTER 2

treatments, as well for as providing information to management about system

pavement conditions.

South Africa
• The data-intensive system uses state-of-the-art technology, computer programs,
and global positioning system technology. The information is used for measuring
system condition, predicting service life, and selecting future projects. The well-
managed program is used to validate cost benefits of pavement preservation and
maintenance activities.
• The pavement management system applies a two-step process of generating
strategies and their optimization. The optimization process aids in selection of
the most economical strategy within budget parameters. Even though the
pavement management system determines optimum strategies, a field panel
selects the final construction work program. This selection is then reviewed and
final project selection may be modified to meet local needs and considerations.
• A key component of the pavement management system road condition analysis
is the annual visual evaluation, which is based on a national standard (TMH9).
Raters are trained and certified to insure consistency among the provinces. The
annual evaluation is combined with mechanical measurements for use in the
calculation of road condition indices. Mechanical measurements of the road,
done every two to three years, include transverse and longitudinal profiling. The
road indices are then used to formulate optimization of preventive maintenance
based on available funds.

Australia
• All states use pavement data collection systems. Data gathered includes, but is
not limited to roughness, rutting, strength (deflection), texture, cracking, skid
resistance, and seal coat age.
• Queensland has developed in-house software to serve as a decision support tool
for the road asset maintenance policy and strategy at the state and district
levels. Other states use commercially available software for this purpose.

MISCELLANEOUS
France
• The French are concerned about the impact of traffic noise in urban areas and
require open-graded mixes to reduce noise and increase friction.
• Most maintenance is under contract, with the exception of mowing, winter
maintenance, signs, and trash pickup. Consequently, concession providers are
typically roadway contractors partnered with toll operators.
• The Ministry of Transport completes an annual user survey, pulling highway
users off the road to ask them a set of questions. The same questions are asked
each year to determine trends and measure performance. Each year, 10,000
users on the Motorway system and another 20,000 users on the national system
are surveyed. The maintenance division responds to the survey by modifying
priorities and budget. On department and municipal roads, comment cards

13
 CHAPTER 2

located at gas stations are available for users to complete with any comments
they desire – positive or negative.

South Africa
• SANRAL and provinces rely on consultants for design, analysis, and on-site
construction management.
• Build, operate, and transfer facilities constructed by concessionaires are gaining
popularity. These are constructed and operated using performance-based
contracts and the concessionaire has full maintenance responsibility for the life
of the contract, up to 30 years. This approach not only provides capital for road
construction in a tight budget environment, but it also generates revenue
because concession profits are shared with the government above a certain rate
of return. Also in use is a product certification and product performance
guarantee system that requires guaranteed results for various distresses, such
as skid, rut, and ride.
• The product certification and product performance guarantee system has three
levels. Level I is a one-to-three-year guarantee on workmanship. Level II is a
guarantee on product of three to 10 years. Level III is a guarantee on product
performance by the contractor of 10 to 30 years.
• Surfaces are kept sealed to keep water from getting into the base. Visual
observation or inspection by experienced personnel is critical to an effective
pavement preservation or maintenance program.
• A serious problem for managing pavement assets in South Africa is overweight
vehicles. It is estimated that 17 to 20 percent of all trucks are overloaded and
that these trucks account for 60 percent of road damage. The legal single axle
load is 9,000 kilograms = less than 9 kN, and the maximum truck weight is
56,000 kilograms = less than 56 kN. It is not uncommon to have greater than
900 kPa tire pressures.

Australia
• National guidelines for pavement condition data collection and treatment
selection have been established in Australia through AUSTROADS.
• Overweight trucks are a problem in Australia. Large trucks called road trains
are used in various states. The largest of these trucks are 53 meters long, weigh
250,000 pounds, and have 98 wheels and 25 axles. The loads on these trucks
meet Australian axle load limits of 80 kN. Tires on these trucks cause significant
shear stresses on pavement, however, because of their drive axle configuration
and high tire pressures that can reach 900 kPa. Australia discourages the use of
wide single tires known as super singles by reducing loading allowances, as
these tires have been shown to cause seven times more damage than dual tire
configurations.
• In Queensland, state weight enforcement includes not only fines on the driver,
but also fines on the trucking company and possible impoundment of the vehicle.
Telemetric devices are used to read weight-in-motion data and identify trucks
for detailed weighing.

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 CHAPTER 2

• On rural roads in New South Wales with good sight distance, edge stripes are
used without centerlines on two-lane, eight-meter-wide roads. Trucks are
encouraged to use the center of these roads to preserve roadway edges.
• Regions submit projects to state transportation offices, where a mix of projects is
selected. The project mix is based in part on pavement management data and
analysis and in part on local factors.
• For low-volume, unsealed roads, a technique of stabilizing the edges of the
formed roadway is used occasionally to keep moisture out of the traveled way.
This is used in lieu of edge drains.
• Road safety is an important aspect of overall maintenance activities. Special
programs focus on localized roadway improvements, including surface or
pavement treatments for high-accident locations. Special funding derived from
vehicle insurance company profits supports some of these programs.

15
 Chapter Three
KEY FINDINGS
The countries visited were thorough in their preparations for the scanning team’s visit
and were generous in sharing their experience and expertise. Based on discussions with
experts in the countries visited, the team documented several key findings, or actions
taken that have had a marked impact on pavement preservation activities and program
success. These key findings are categorized in the same topic areas as the amplifying
questions sent to the host agencies before the team’s visit. They are outlined below by
topic area and country.

MANAGEMENT PERSPECTIVE AND POLICIES

All the countries visited have made a commitment to designing and building long-
lasting structural pavement sections on their national roadway networks. This decision
has caused all of these nations to focus maintenance activities on surface courses to
preserve the large investment in the underlying layers. This, in turn, promotes the use
of relatively low-cost seals and thin overlays as the primary maintenance techniques,
instead of more costly types of rehabilitation.

France
• As noted above, the French government has made a conscious decision to design
and build extremely durable, long-lasting structural pavement sections – which
include surfacing, base, and subbase materials – on the Motorway system.
• Every five years, a comprehensive road investment plan is developed for
France’s entire road system.

South Africa
• The South Africans, like the French, also build robust structural sections with a
long service life into their national network. The methodology used, however, is
quite different. In South Africa, roadway sections are constructed of cement-
treated subbase covered by a high-quality crushed aggregate base course. The
total thickness of these layers is typically 450 millimeters (subbase and base) in
a total pavement structure thickness of 1 to 1.2 meters. The final layer is a thin
asphalt section of 30 to 50 millimeters. In France, the bituminous layers are
considerably thicker.
• A rolling five-year road improvement plan is developed each year using
pavement management system data and funding optimization strategies.
Consequences of various funding scenarios are evaluated and a program is
selected that maximizes road conditions at a total program cost within the
budget available. Potential savings for vehicle operating costs are also included
in the optimization analysis, but user costs are not.
• The pavement management system has been used effectively to justify increased
funding for road maintenance and preservation. Simple but clear presentations
of network analyses and maintenance needs have been made to local and
national politicians. These presentations have been successful in obtaining
additional pavement preservation funds.

16
 CHAPTER 3

Australia
• Australia uses long-term (10-year) maintenance contracts to turn over total
control and responsibility for roadway system maintenance, rehabilitation, and
capital improvements to private contractors. These contracts are performance
based and require contractors to meet a set of standards. Standards include
roughness, texture, rutting, skid resistance, and remaining service life. These
standards are measured and established at the beginning of the contract and
monitored during the contract. Contractors are prequalified before they submit a
contract proposal.
• Asset management programs for pavements have been used as effective methods
for determining maintenance needs and increasing funding. Australian states
have realized the importance of asset management for two reasons. First, asset
management provides information and data that enable state transportation
authorities to better manage their systems. Second, it provides a means to
demonstrate to management the importance of additional funding for road
assets.

RESOURCE COMMITMENT AND COST-EFFECTIVENESS

France
• Maintenance focus is on the wearing course. Providing initially high structural
capacity enables officials to emphasize protecting the structure with relatively
low-cost seals and thin overlays on a seven-to-10-year cycle. This also allows for
a focus on maintaining good surface characteristics, such as high grip (skid
resistance) and reduced noise.

South Africa
• Distress definitions for pavement management systems are conservative (i.e.,
severe crack threshold above three millimeters). This focuses maintenance
intervention early in the pavement life cycle. In so doing, the South Africans use
a higher percentage of relatively inexpensive techniques to keep water from the
base structure.
• The South Africans schedule a high percentage of pavement management
system-selected projects for implementation, including 80 to 90 percent for the
national system. This is achievable because pavement management is accepted
at the national level and by some maintenance communities at the provincial
levels. This allows for network conditions to be optimized to as high a degree as
funding will permit.

Australia
• Australia has tried to maximize operational efficiency and cost-effectiveness in
the execution and implementation of maintenance works. This was initiated in
part because of national policy requirements that mandate competitive
procedures. This is accomplished differently in some states. Queensland, New
South Wales, and Victoria have retained some in-house maintenance

17
 CHAPTER 3

capabilities, but they have complied with the national policy by requiring their
own forces to meet competitive requirements, such as prequalification of skills
or tendering offers to perform work. In Western Australia, maintenance
operations are competitively negotiated with private contractors. This has
resulted in seven-to-17-percent savings for performing maintenance activities
compared to benchmark estimates. Estimates assume that work will be
performed at or above current standards. Ten-year contracts have just been
initiated.
• Pavement management strategies for allocating maintenance resources vary by
state, according to state perception of user needs. In more urbanized areas,
roughness and functional considerations, such as ride and noise abatement,
drive project selection in the pavement management systems employed. In more
rural areas, structural considerations are emphasized. In Queensland in
particular, the age of surface seals is modeled in the pavement management
system and used as the primary predictive trigger for reseal applications.
Modeling is based on both empirical and mechanistic analysis.
• For most states, rehabilitation is a minor part of the maintenance program and
pavement preservation techniques are emphasized. This is partially because of
budget constraints that require low-cost treatments in the early stages of
pavement life. In Victoria, for example, it is typical for 90 percent of the annual
maintenance budget to be committed to preservation, while 10 percent is
committed to rehabilitation.
• Operating costs for vehicles are used in cost modeling for pavement
management systems in most states. This drives treatment selection toward
measures that reduce operating costs, such as improved smoothness.

TREATMENTS, TECHNIQUES, AND PERFORMANCE

All three countries use only quality materials for both bitumen and aggregate.
Generally, crushed granite and proven polymer-modified asphalt binders are used. This
is ensured through the use of rigorous specifications. Materials sources are specified
and there is no inhibition to using sources a great distance from the project site.

France
• The primary preservation treatment on high-volume roadways is mill and inlay.
Often, a high modulus asphalt mix that has proven to be rut resistant (limited to
a 10/20 penetration grade) is incorporated into the projects.
• Cold asphalt concrete has been used extensively with good success on low-
volume roads as a riding surface (75 to 100 millimeters). The cold asphalt
concrete mix process focuses on achieving good coating of the aggregates and is
preferred over hot-mix asphalt for low-volume roads.

South Africa
• South Africa makes extensive use of chip seals. Well-established and
standardized guidelines based on research and practical experience are used.
Chip seals are routinely used on routes with 50,000 equivalent vehicle units

18
 CHAPTER 3

(EVU) or higher. The pavement management system has verified that surface
seals are effective treatments for preserving pavement life.
• In some instances, hot-mix asphalt overlays are covered immediately with chip
seals to provide sufficient surface friction and, at the same time, ensure a system
more impervious to water.

Australia
• All the states visited use a treatment called geotextile-reinforced sprayed seal.
The construction sequence involves spraying a tack coat, placing the geotextile,
and then applying a chip seal on top. Information was presented showing that
this treatment reduced reflective cracking. In Victoria, 12 to 15 years of
performance is expected from this treatment. Typically, a crumb-rubber bitumen
or conventional bitumen is used for these seals.
• The technique of
pre-coating
aggregates for chip
seals is used
throughout
Australia. This
practice prevents or
reduces the loss of
aggregates on chip
seals.
• All the Australian
states make
extensive use of
polymerized
asphalts.
Considering the
heavy and large
amounts of trucks Figure 5. Australia uses a technique of pre-coating aggregates for
using rural roads, chip seals to reduce aggregate loss.
states believe there
is a need for the best-performing bitumen possible. Styrene butadiene styrene-
type polymers are predominately used in their bitumens (at twice the rate used
in the United States) for both hot-mix asphalt and chip seal applications.
• Crumb rubber modifier (15 to 20 percent) is used in bitumen for chip seals. This
has been effective in reducing reflecting cracking.
• Even when using full-depth hot-mix asphalt pavements, a chip seal is placed on
the base material (or subbase) before the asphalt layers are placed. This
prevents moisture infiltration or capillary action.
• New South Wales has been successful in placing thin (40-to-60-millimeter)
asphalt overlays on existing concrete pavements by placing hydrocarbon curing
and a tack coat before placing the overlay on the concrete. The overlays on more
recent plain concrete pavements are done primarily for noise control, while

19
 CHAPTER 3

those on older jointed reinforced concrete pavements are done for ride quality
when large-scale diamond grinding equipment is not available. There are also
economic benefits, as well as benefits in locations where there are level
constraints but maintenance of reflective cracking is necessary.
• A chip seal system incorporating glass fibers is used in New South Wales to
prevent reflective cracking. The process involves spraying a coat of polymer-
modified bitumen emulsion, followed by blowing chopped fibers on the surface
and spraying a second coat of polymer-modified bitumen emulsion, all in one
operation. As with all emulsion seals, control of early trafficking is needed until
a degree of curing (evaporation of water as opposed to breaking of emulsion) has
occurred.

INNOVATIVE METHODS, PRACTICES, AND PROCEDURES

France
• Four-year warranties are used in contracts when applying preventive
maintenance techniques. The functional properties warranted are friction,
rutting, and smoothness. The responsibility of the contractor for the repair of
non-compliant sections reduces with time and traffic. A secondary effect of the
application of warranties has been the innovation of materials and mixtures by
contractors and material suppliers. In most instances, contractors are vertically
integrated so the innovation takes place within the company.
• Under a system called the Charter of Innovation, the government and industry
share in the risk of experiments to develop new and innovative products.
Requests for proposals are issued annually for new products and test sections
are constructed. The company and government share in the cost of conducting
surveys. Successful products are then accepted nationally for inclusion in the
preventive maintenance program.
• A process has been developed by a contracting firm that incorporates vegetable
oil in a 70-100 penetration grade bitumen, some of which has been modified.
This is called a bio-binder. The objective has been to produce an emulsion that is
safe (handling temperatures), environmentally friendly (non-solvent-based
renewable resource), and has the necessary technical properties to perform. The
first experimental section was built in 1997 and seven million square meters
were placed in 2000.

South Africa
• A stress-in-motion device to measure contact stresses in vehicles has been
developed and is in regular use.
• A crack activity meter has been developed to measure reflective cracking
potential and the need to restore the surface before placing an overlay. The
meter can measure both horizontal and vertical movement simultaneously and
fits between the dual wheels of a test vehicle. Data is captured and processed
electronically.

20
 CHAPTER 3

• SANRAL has developed a fitness-for-purpose certification system for bituminous

products that allows for the early implementation of innovative and proprietary
products not covered by existing standards. The program provides potential
users with a scientifically sound basis for their decisions on whether a product is
fit for its intended purpose.

Australia
• In New South Wales, sandwich seals with two-coat geotextile reinforced
treatment have resulted in an acceptable performance (no reflective cracking)
for 11 years on roadways with traffic volumes of 1,200 vehicles per lane per day.
• In New South Wales, a pavement condition survey vehicle called Road Crackä
has been developed to detect cracking on the pavement surface. This vehicle
measures the full lane width at 80 kilometers per hour with real-time
processing, measuring cracks down to a millimeter and classifying them as
longitudinal, transverse, and crocodile. Sawn joints are identified. Alternatively,
at lower speeds, a full digital image of the road surface can be retained. Funding
is being sought to develop and market this vehicle.

21
 Chapter Four
RECOMMENDATIONS
The scan team was provided with a wealth of information at the formal presentations,
during informal discussions and gatherings, and in written documents and materials.
Throughout the study, team members discussed their perceptions of what they observed
in the context of which techniques and strategies used in the host countries could be
practically and successfully put into place in the United States. Team members met at
the end of the study to review their findings and developed the following
recommendations with potential for implementation in the United States. The findings,
observations, and recommendations are those of the scanning team and not FHWA.

DEEP SUBBASE, DEEP BASE, AND EXTENDED PAVEMENT DESIGN LIFE

The scanning team recommends that demonstration projects with deep
subbase and deep base designs be initiated in different regions of the United
States to determine the effectiveness of this design strategy.

As a first step, a seminar presenting the experience of South Africa and Australia with
these design concepts would be of value. A second step would be to develop a pooled-
fund study to design and construct these demonstration sections with a companion
NCHRP project to monitor long-term performance. These sections should also be
integrated with other recommendations in this report for thin surface treatments,
including chip seals. Treatments outlined in this chapter’s Chip Sealing section should
be incorporated into these demonstration projects.

The countries visited made decisions to develop pavement sections that include long-life
pavements. These pavements consist of deep subbase and deep base sections with a thin,
high-quality wearing course to provide a good riding surface and moisture protection
for the base. Pavement maintenance activities consist mainly of periodic thin surface
treatments to renew the ride quality and reestablish an impervious layer. This allows
for the maintenance investment to be directed to less-expensive surface treatments and
not toward costly rehabilitation activities.

In addition, for major sections of the U.S. Interstate system beyond the 20-year design
life, the team recommends that consideration be given to design using deep subbase and
deep base sections to provide 30- and 40-year design life.

CHIP SEALING
The team believes the following innovative procedures and applications have a high
probability of improving the performance of chip seals in the United States.

Although chip seals are commonly used in the United States, two of the countries
visited, South Africa and Australia, have developed innovative design procedures and
application techniques not normally seen in the United States. Performance lives of up
to 15 years are being achieved on sections with up to 60,000 vehicles per day. This
outstanding performance is due in part to the deep-strength pavement designs
employed.

The team recommends that highway agencies include pre-coating of chips in

their chip seal specifications. Pre-coating of aggregates will improve the adhesion of

22
 CHAPTER 4

chips to the binder. The South Africans use this technique on their highest-volume
roads with good success.

The team recommends that geotextile-reinforced chip seals be tested and

evaluated in both freeze and no-freeze environments. Throughout Australia, a
treatment called geotextile-reinforced sprayed seals has been successful. The treatment
– which involves tack coating the existing pavement, spreading a geotextile, and
capping with a chip seal – is used on roadways with moderate cracking. This treatment
retards reflective cracking in Australia’s wet and dry no-freeze climates. In addition to
the geotextile, it is believed that modified binders, including crumb rubber, aid in the
retardation of reflective cracking.

“Guide to Geotextile-Reinforced Sprayed Seal Surfacing” (Technical Bulletin No. 38,

April 2001, GeoPave) provides information and guidance for geotextile reinforcement in
sprayed seal bituminous surfacing. It describes the required materials, processes, and
equipment used in the application of geotextile seals in sprayed bituminous surfacing.
This treatment has also been used directly on subgrade and has been successful in
retarding damage to this material, provided no traffic is allowed during saturated
conditions.

The team encourages agencies that do not use modified binders for chip seals
to do so. Quality chip seals exhibiting long service life use bitumen modified
with a variety of products. The predominant modifiers are styrene butadiene
styrene, which is used extensively, and crumb rubber, which is used to a lesser degree. A
unique application used in France and Australia that deserves evaluation is the use of
fibers applied directly on the bitumen before the application of the cover aggregate. The
fibers enhance both aggregate retention and treatment performance.

The team encourages

agencies to review their
specifications and
upgrade them where
appropriate so that
superior aggregates are
used and improved
service life is
accomplished. The success
of chip seals in all the
countries visited is due in
large part to the high
quality of the aggregate and
the emphasis placed on
design. High-quality
aggregate (clean, less than
0.05 percent passing the 200
sieve, LA abrasion of less Figure 6. The team recommends application of chip seals earlier
than 15, and micro-duval in the distress cycle to prevent premature pavement failure.
less than 20) of a single size
is routinely used. In many instances, aggregate is hauled great distances, more than

23
 CHAPTER 4

500 kilometers. In addition, application rates are optimized for the type of aggregate
and bitumen used.

The team encourages agencies to review their design practices for chip seals
and consider placing them on base or subbase courses to prevent moisture
infiltration. To prevent moisture infiltration and capillary action, the Australians
often place a chip seal on the base or subbase before applying the asphalt surface. This
technique is especially useful on highly moisture-susceptible bases and subbases. The
Australians also perform designs to optimize application rates for the type and grade of
aggregates and bitumen used.

TIMELY PREVENTIVE
MAINTENANCE
The team recommends
that chip seals be applied
earlier in the distress
cycle. All the countries
visited try to detect cracking
in the one-to-three-
millimeter range, at which
time a chip seal is applied.
The typical U.S. treatment is
to wait for visible cracks of
four millimeters or greater to
appear before applying a
crack seal. Often, a chip seal
is applied in the United
States only after several
Figure 7. The team recommends developing a national
years of crack sealing.
mechanism to evaluate innovative products and processes
for pavement preservation. Applying a chip seal earlier
in the distress cycle would
prevent water infiltration into the base and deter premature pavement failure. This
approach may extend the life of roadway pavement structures and reduce the need for
expensive rehabilitation projects.

The team recommends investigating the successful practice used in New South
Wales of placing thin (40-to- 60-millimeter) asphalt overlays on existing
portland cement concrete pavement. Placing thin overlays on portland cement
concrete pavement has not been very successful in the United States. The Australians
have designed a system specifically for this application that may provide additional
preservation options for U.S. pavements. In Australia, the portland cement concrete
pavement is cured with a hydrocarbon compound, followed by application of a tack coat
in the normal manner.

INNOVATIVE METHODS, PRACTICES, AND PROCEDURES

The team recommends that AASHTO and FHWA develop a mechanism to
evaluate and implement new and innovative products and processes. A national

24
 CHAPTER 4

institutional process needs to be established to foster and manage innovation. This

process needs to include proprietary products that private-sector investment has
developed. AASHTO and FHWA also should consider the concept of risk sharing, as
exemplified by the French Charter of Innovation system. This would encourage
innovation by giving contractors and suppliers greater opportunities to market new
technology.

CONTRACT MAINTENANCE
The team recommends that AASHTO and/or FHWA conduct a seminar to share
best practices and investigate the possibility of demonstration projects in the
United States using long-term maintenance contracts. Contracting or outsourcing
maintenance activities has moved to long-term contracts of three to 10 years for various
types of total maintenance. These contracts are monitored for performance by means of
various asset management techniques. Additional evaluation of the associated benefits
of such long-term contracts for pavement preservation is needed.

PAVEMENT CONDITION SURVEY EQUIPMENT

The team recommends that investigation of Road Crackä ä and similar vehicles
be conducted to fully evaluate the potential for use by transportation agencies.
If warranted, the team recommends that a pilot program be developed for a side-by-side
field evaluation of these vehicles.

Early and accurate detection of pavement distress is essential for an effective pavement
preventive maintenance program. Transportation agencies in the United States invest
significant amounts of resources in the collection of road condition information.
Transportation agencies are in constant search of more efficient and cost-effective ways
of collecting this information.

In New South Wales, the team learned about a high-speed pavement condition survey
vehicle capable of detecting pavement cracks as small as a millimeter in width. The
Road Transportation Authority of New South Wales has developed the Road Crackä
vehicle that meets this need. This vehicle has the potential of saving significant
resources for transportation agencies throughout the United States and other countries.

25
 Chapter Five
IMPLEMENTATION
The scanning team formed a small group to develop a scan technology implementation
plan. The plan outlines a series of activities to document, showcase, apply, and evaluate
the innovative pavement preservation techniques, processes, materials, and equipment
observed in the host nations. These activities focus on educating and demonstrating to
the U.S. highway community the effectiveness and value of these innovative
technologies. The implementation plan team includes James Moulthrop of the
Foundation for Pavement Preservation, Luis Rodriguez and Michael Voth of FHWA, and
Zane Webb of Texas DOT.

IMPLEMENTATION RECOMMENDATIONS
The scanning team identified five major technologies worthy of further evaluation and
subsequent implementation. They include innovative chip seal design and construction
procedures, preventive maintenance as part of pavement management strategies, high-
speed road condition survey equipment, deep subbase and deep base design, and
contract maintenance. The team has developed implementation recommendations on
the first four technologies. Contract maintenance will be handled separately.

The implementation proposal is divided into three major tasks. The first two tasks
involve information gathering, while the third calls for a project to demonstrate the
technology evaluated as part of the first two tasks.

Task 1 – Gather Additional Information in Australia

While the host countries provided ample information on many subjects, the
implementation plan team does not believe it has enough detailed data to warrant
proceeding with its recommendations without further investigation. The team proposes
that a four-person scout team be assembled to investigate further the following topics:

Investigate chip seal design procedure, including use on bases and subbases –
Although chip seals are commonly used in the United States, Australia is one of the
countries visited that has developed innovative design procedures and application
techniques not normally used in the United States. Performance lives of up to 15 years
are being achieved on sections with up to 60,000 vehicles per day. This outstanding
performance is due in part to the deep-strength pavement designs employed.

Throughout Australia, treatments called geotextile-reinforced sprayed seals have been

successful. These treatments – which involve tack coating the existing pavement,
spreading a geotextile, and capping with a chip seal – are used on roadways with
moderate cracking. These treatments retard reflective cracking in Australia’s wet and
dry no-freeze climates. In addition to geotextile, it is believed that modified binders,
including crumb rubber, aid in the retardation of reflective cracking. These treatments
have also been used directly on subgrade and have proven successful in slowing damage
to this material, provided no traffic is allowed during saturated conditions.

Another unique application used in Australia that deserves evaluation is the use of
fibers applied directly on the bitumen before application of the cover aggregate. The
fibers enhance both aggregate retention and treatment performance.

26
 CHAPTER 5

To prevent moisture infiltration and capillary action, the Australians often place a chip
seal on the base or subbase before placing the asphalt surface. This technique is
especially useful on bases and subbases highly susceptible to moisture. The Australians
also perform designs to optimize application rates for the type and grade of aggregates
and bitumen used. Pre-coating of chip seal aggregates with polymer-modified binders is
an example of this aggregate and bitumen use.

The scout team plans to gather detailed information on design procedures, construction
specifications, materials selection, material-testing concepts, and pre-construction
pavement conditions. The primary goal of the chip seal study, however, is to witness
active construction, evaluate constructed sites, and review management data.

Investigate the use of preventive maintenance strategies in pavement

management systems – Asset management programs for pavement maintenance are
used by all state road agencies in Australia. These programs, similar to pavement
management systems in the United States, vary from state to state. Australian states
have realized the importance of asset management for two reasons. First, asset
management provides information and data that enable the state transportation
authorities to better manage their systems. Second, it provides a way to demonstrate to
management the importance of and need for additional funding for their road assets.

Queensland Main Roads has developed in-house software to serve as a decision support
tool for the road asset maintenance policy and strategy at the state and district levels.
The age of surface seals is modeled in pavement management systems and used as the
primary predictive trigger for reseal applications. Modeling is based on empirical as
well as mechanistic analysis. Other states, such as Western Australia, use commercially
available software for this purpose. Regions submit projects to the state transportation
offices, where a mix of projects is selected. The project mix is based in part on pavement
management data and analysis and in part on local factors.

Deliverable: The team would create a detailed report on the procedures and factors
used to identify and program preventive maintenance strategies in pavement
management systems. The report would document preventive maintenance policies and
how agencies gain top management support for preventive maintenance programs. The
gathered information would be used in the development of the National Highway
Institute course “Integration of Preventive Maintenance into Pavement Management
Systems.”

Investigate Road Crackä ä equipment – In New South Wales, the team learned about
a high-speed pavement condition survey vehicle capable of detecting pavement cracks
as small as a millimeter wide. The Road Transportation Authority of New South Wales
developed the Road Crackä vehicle. The vehicle has the potential of saving significant
resources in transportation agencies throughout the United States and other countries.
The team did not see the equipment while in Australia and would like to learn more
about it. The team will ask New South Wales officials for more information and conduct
a survey to determine the availability of similar technology in the United States and
Canada.

Deliverable: The team would prepare detailed reports with specific implementation
recommendations on all three subjects, including hands-on experience with the specific

27
 CHAPTER 5

technologies. A workshop to demonstrate the capabilities of vendors of this technology

would be conducted as part of Task 3.

Task 2 – Examine Deep Subbase, Deep Base, and Extended Pavement Design Life
This topic was identified on previous scans. Some work has been done in the United
States, but it is not clear what impact the technology might have on U.S. practices. The
team recommends that FHWA staff prepare a status report on work contemplated or
completed and make a recommendation to the implementation plan team on the merits
of moving forward with this work.

Deliverable: FHWA staff would prepare a complete analysis of the concept,

presentation of work done in the United States and its performance, and a
recommendation on how it should be further implemented nationwide. The report
would be detailed enough to allow movement towards actual demonstrations in Task 3.

Task 3 – Develop Seminar and Demonstration Project

Once the scout team and FHWA staff complete their work, the information gathered
needs to be disseminated broadly to transportation engineers and managers throughout
the United States. The goal is to construct a demonstration project that includes the
new techniques investigated. A seminar would be included with the open house for the
project. A host State would be chosen from those represented on the scanning team.
Texas, Michigan, Pennsylvania, and Georgia DOTs all have expressed interest in
building demonstration projects and hosting a seminar and open house. The Foundation
for Pavement Preservation has expressed interest in helping coordinate the
demonstration projects.

Timeline
The scout team hopes to visit Australia in 2002. When it returns, a technical working
group plans to evaluate the information, select the specific climates and sites for
demonstration projects, and help the host State develop design and construction
documents by the end of 2002. The actual demonstration projects would be constructed
in 2003.

MISCELLANEOUS PRODUCTS AND ACTIVITIES

The following list identifies recommended products and activities that would
complement the main implementation tasks identified in the first part of the scan
technology implementation plan. Sponsoring agencies and organizations have not yet
been determined for each.

Products:
• Scanning Study General Report.
• FOCUS article showcasing the scan’s key findings and recommendations.
• Brief reports highlighting key technical and management concepts and features
of the innovative pavement preservation techniques and processes identified by
the scanning team.

28
 CHAPTER 5

• Web site dedicated to disseminating scanning study findings and

implementation activities. The site would include links to other pavement
preservation sites, such as those of the Foundation for Pavement Preservation,
International Slurry Surfacing Association, and Asphalt Recycling and
Reclaiming Association, plus web sites from transportation agencies and
industry organizations in the visited countries. This would be coordinated with
the FHWA Office of International Programs and the Construction and System
Preservation Team in the Office of Asset Management.
• Compact disc with presentations, technical reports, and examples of innovative
pavement preservation techniques and processes in the countries visited and the
United States.
• Technical modules that could be included in present and/or future pavement
preservation training courses.
• Guide to specifications or procedures for pavement preventive maintenance
tailored to U.S. conditions.
• Research statements to evaluate the use of better aggregates, geotextiles, and
binder application procedures in preventive maintenance treatments.
• Reports documenting the implementation and results of the field
demonstrations.

Activities:
• Presentations at international, national, and local meetings sponsored by
FHWA, AASHTO, Transportation Research Board, National Association of
County Engineers, Foundation for Pavement Preservation, American Public
Works Association, American Concrete Pavement Association, etc.
• National workshop on innovative maintenance contracting sponsor by AASHTO,
FHWA, and the American Public Works Association. This would be coordinated
with the AASHTO Contract Maintenance Task Force.
• Regional pavement preservation workshops, including international technology-
sharing activities.
• Showcasing of innovative pavement preservation techniques in National
Highway Institute pavement preservation training courses.
• Field demonstration projects in various States using the innovative techniques,
processes, materials, and equipment identified during the scanning study, such
as chip seal applications and deep subbase and deep base pavement structural
design.
• National workshop to demonstrate the latest international pavement distress
survey technology.

29
 Chapter Six
CONCLUSION
Early in the study, Co-Chair Frank Danchetz told one of the host audiences that the
scanning team hoped to gather “nuggets of information” during its visits to three of the
leading countries in pavement preservation and to develop strategies to put this
information to use in the United States. As the study progressed, team members
realized that many of the pavement preservation strategies and best practices used
with great success by the host countries are already in place, to some degree, in the
United States.

Each country visited recognizes the systematic method of programming, funding, and
placing preventive maintenance treatments as the most successful strategy for
pavement preservation. The need to apply the right treatment to the right roadway at
the right time came up on several occasions during the study. Many of the agencies deal
with the same barriers facing AASHTO’s member States, including dedicated funding,
public and management perception, and data management. In retrospect, although the
scanning team uncovered no major nuggets of information, it determined from its
international observations that pavement preservation in the United States is headed
in the right direction.

Chapter Four includes several recommendations that team members believe have
potential for implementation in the United States. The true value of the study will be
the extent to which these recommendations are shared, evaluated, and, as appropriate,
put into place. The challenge is to find champions to carry the torch forward.

30
Appendix A
HOSTS

31
 FRANCE
NAME title agency E-mail phone
Philippe Leger Director Office of International Affairs philippe.leger@equipement.gouv.fr 33 1 40 81 18 61

Patrick Monneraye Chief, ITPE Regional Lab at Nantes patrick.monneraye@equipement.gouv.fr 33 1 34 82 12 30

Delphine Massonie Assistant Office of International Affairs delphine.massonie@equipement.gouv.fr 33 1 40 81 18 6

Jean-Henri Lasne Engineer, Autoroute-H1 Ministry of Road Works 33 1 46 03 80 41

Technical &
Francois Chaignon COLAS fchaignon@compuserve.com 33 1 47 61 75 1
Development Manager
D’ Georges Pilot Assistant Director International Affairs pilot@lcpc.fr 33 1 40 43 50

Bernard Mamontoff Engineer, I.D.T.P.E LCPC bernard.mamontoff@lcpc.fr 33 1 40 43 50 29

Yves Brosseaud Engineer LCPC 33 2 40 84 58 28

Technical Manager,
Jean-Francois Corte LCPC jean-francois.corte@lcpc.fr 33 2 40 84 58 15
Road Sector
Jean-Louis Gourdon Deputy Technical 33 2 40 84 58 05
LCPC
Manager, Road Sector
Bernard Heritier Technical Director Appia bheritier@appia.fr 33 1 41 08 38 28

Luc-Amaury George Director COFIROUTE luc-amaury.george@cofiroute.fr 33 1 41 14 70 68

Gilles Laurent Engineer LCPC gilles.laurent@equipement.gouv.fr 33 2 40 12 85 15

Michele Cyna Technical Director EUROVIA technique@erovia.com 33 1 47 16 44 08

JeanPaul Michaut Deputy Manager, michaut@ced.colas.fr 33 1 39 30 94 01

COLAS
Research
MichelBoulet Research Director LCPC Michel.Boulet@lcpc.fr 33 2 40 84 58 37

Jean-Michel Piau Head, Department of 33 2 40 84 58 28

Pavement Material & LCPC jean-michel.piau@lcpc.fr
Structures

32
 SOUTH AFRICA
NAME title agency E-mail phone
South African National Roads
Nazir Alli CEO Agency Limited alli@nra.co.za 27 12 310 2253
South African National Roads
Basie Nothnagel Regional Manager Agency Limited basie@nra.co.za 27 12 310 2212
Pavement Materials South African National Roads
Dennis Rossmann Agency Limited rossmannd@nra.co..za 27 11 315 0300
Specialist
South African National Roads
Hennie Kotze Project Engineer Agency Limited kotzeh@nra.co.za 27 12 803 5526
Materials Engineering South African National Roads
Mias Wiese Support Agency Limited wisem@nra.co.za 27 12 841 2907

Head Department of Transport &

Jack V. D. Merwe Public Works 27 12 426 6001

Chief Engineer Department of Transport &

Elzbieta Sadzik elzbietas@gpg.gov.za 27 12 426 6204
Public Works
Enrico Fletcher Deputy Chief Engineer Department of Transport &
27 33 392 8116
Public Works
Bryan Perrie Principal Engineer Cement & Concrete Institute bryan@cnci.org.za 27 12 426 6225

Dr. P. J. Strauss Director Pieter Strauss cc pieterst@lantic.net 27 12 426 6223

Benoit Verhaeghe Program Manager CSIR 27 11 355 7300

33
 AUSTRALIA
NAME title agency E-mail phone
Alan Colegate Business Manager Western Australia Main Roads alan.colegate@mrwa.wa.gov.au 61 8 9323 4594
Manager, Road
Neville Binning Asset Planning Western Australia Main Roads neville.binning@mrwa.wa.gov.au 61 8 9323 4184
Commissioner Western Australia Main Roads greg.martin@mrwa.wa.gov.au 61 8 9448 6748
Greg Martin
of Main Roads
Gary Norwell Executive Director, Western Australia Main Roads gary.norwell@mrwa.wa.gov.au 61 8 9323 4161
Planning & Practice
Director, Contract Western Australia Main Roads noble@mrwa.wa.gov.au
Brian Noble 61 8 9323 4641
Development
Frank Butkus Pavements & Surfacing Western Australia Main Roads frank.butkus@mrwa.wa.gov.au 61 8 9350 1444
Manager
Edward Wilks Project Manager CSR ewilks@csrermd.com 61 8 9351 6700

Peter Sweatman Managing Director Roaduser Systems Pty Limited peter@roaduser.com.au 61 3 9334 7888

David Anderson Director, VicRoads David.Anderson@roads.vic.gov.au 61 3 9854 2500

Regional Services
Bruce Gidley Regional Manager VicRoads bruce.gidley@roads.vic.gov.au 61 3 9887 7590

Adrian Tofful Manager, Pavement GeoPave Toffula@vrnotes.roads.vic.gov.au 61 3 9881 8909

Technology Services
Greg Kemp Manager, International VicRoads greg.kemp@roads.vic.gov.au 61 3 9854 2288
Projects
Dr. Bryan Pidwerbesky Group Technical Manager Fulton Hogan Limited bryan.pidwerbesky@fh.co.nz 64 4 568 0706

JM Ramanujam Principal Engineer Queensland Main Roads jmraman@notesmail.qdot.qld.gov.au 61 7 3834 3082

Allan Bell Principal Engineer Queensland Main Roads 61 7 3834 3094

Andrew Goldsing Manager, Assets Queensland Main Roads andrew.c.golding@mainroads.qld.gov.au 61 7 3224 7272
Strategy and Performance
Steve Hogan Principal Engineer Queensland Main Roads Steve.C.Hogan@mainroads.qld.gov.au 61 7 3834 3081

34
 AUSTRALIA
NAME title agency E-mail phone
Peter Evans Manager Queensland Main Roads 61 7 4661 6330

Graham Shardlow Manager Queensland Main Roads gbshard@MAINROADS.qld.gov.au 61 7 3834 8217

Neil Robertson Manager Queensland Main Roads neil.f.robertson@mainroads.qld.gov.au 61 7 3834 2274

Phil Hunt Senior Engineer Queensland Main Roads Phil.D.Hunt@mainroads.qld.gov.au 61 7 4622 9545

Ian Reeves Director, Construction Queensland Main Roads ian.n.reeves@mainroads.qld.gov.au 61 7 3834 3089
Services
John Yearn Chemist Queensland Main Roads 61 7 3834 3056

Paul Forward Chief Executive NSW Roads & Traffic Authority Paul_Forward@rta.nsw.gov.au 61 2 9218 6316

Michael B. Bushby General Manager NSW Roads & Traffic Authority Micheal_Bushby@rta.nsw.gov.au 61 2 9218 6201

David Dash General Manager NSW Roads & Traffic Authority David_Dash@rta.nsw.gov.au 61 2 9662 5023

Jamie Favaloro Technical Consultant GeoPave Favaloj@vrnotes.roads.vic.gov.au 61 3 9881 8926

Vincent Vong Pavement Management VicRoads vongv@vrnotes.roads.vic.gov.au 61 3 9854 2766

Systems Engineer
Andrew Papacostas Section Leader, VicRoads andrewpapacostas@roads.vic.gov.au 61 3 9881 8927
Pavement Design
Graham Freestone Manager,Program VicRoads freestg@vrnotes.roads.vic.gov.au 61 3 5333 8702
Delivery
Ross Paul Technology Transfer GeoPave Paulr@vrnotes.roads.vic.gov.au 61 3 9881 8928
Engineer
Ian Cossens Section Leader, Surfacing GeoPave Cosseni@vrnotes.roads.vic.gov.au 61 3 9881 8915

Nicola Cuthbertson Projects Officer, Marketing VicRoads nicola.cuthbertson@roads.vic.gov.au 61 3 9854 2276

Bill Hooker Manager, Regional VicRoads bill.hooker@roads.vic.gov.au 61 3 9854 2530

Services Support

35
 AUSTRALIA
NAME title agency E-mail phone
Australian Asphalt Pavement mangan@aapa.asn.au 61 3 9853 3595
David Mangan Regional Executive Association
Australian Asphalt Pavement 61 3 9853 3595
Ray Farrelly Chief Executive farrelly@aapa.asn.au
Association
Mike Hannon Director, Road Mike_Hannon@rta.nsw.gov.au 61 2 9218 3553
Network Infrastructure Roads & Traffic Authority

Geoff Ayton Manager, Rigid Geoff_Ayton@rta.nsw.gov.au 61 2 9662 5634

Roads & Traffic Authority
Pavements
Greg Hall Asphalt Technology Roads & Traffic Authority greg_hall@rta.nsw.gov.au 61 2 9662 5713

Charles Casuscelli RFD General Manager Roads & Traffic Authority Charles_Casuscelli@rta.nsw.gov.au 61 2 8396 1401

36
 appendix b
TEAM MEMBERS
Team Members and Affiliations* Jerry M. Fay
National Program Director
Tommy L. Beatty (Co-Chair)
for Public Works
Director, Office of Pavement Technology
HDR Engineering, Inc.
HIPT-1 (Room 3118)
2141 East Highland Drive, Suite 250
Federal Highway Administration
Phoenix, Arizona 85016-4736
400 Seventh Street, SW
Phone: (602) 508-6600
Washington, DC 20590
Fax: (602) 508-6606
Phone: (202) 366-0027/1324
E-mail: jfay@hdrinc.com
Fax: (202) 493-2070/2072
E-mail: tommy.beatty@fhwa.dot.gov Robert A. Ford
Division Chief,
Frank L. Danchetz (Co-Chair)
Office of International Programs
Chief Engineer
HPIP-10, Room 3325
Georgia Department of Transportation
Federal Highway Administration
2 Capitol Square, Room 122
400 Seventh Street, SW
Atlanta, Georgia 30334
Washington, DC 20590
Phone: (404) 656-5277
Phone: (202) 366-9632/9636
Fax: (404) 463-7991
Fax: (202) 366-9626
E-mail: frank.danchetz@dot.state.ga.us
E-mail: bob.ford@fhwa.dot.gov
Dennis C. Jackson
David S. Keough
Senior Project Manager
Federal Lands Highway Program
Kristen Betty & Associates
Coordinator
611 Columbia Street NW, Suite 2D
National Park Service
Olympia, Washington 98501
Federal Highway Administration
Phone: (360) 528-2210
610 East 5th Street
Fax: (360) 528-2210
Vancouver, Washington 98661
E-mail: djackson@kbacm.com
Phone: (360) 696-7764
Duane A. Blanck Fax: (360) 696-7846
Crow Wing County Engineer E-mail: david_keough@nps.gov
Crow Wing County Highway Department
James S. Moulthrop
202 Laurel Street
Systems Manager
Brainerd, Minnesota 56401
Koch Materials Company
Phone: (218) 824-1110
701 Brazos, Suite 490
Fax: (218) 824-1111
Austin, Texas 78701
E-mail: dab@co.crow-wing.mn.us
Phone: (512) 236-6708
Dan A. Dawood Fax: (512) 480-0956
Chief Pavement Engineer E-mail: moulthrj@kochind.com
Pennsylvania Department of
Luis M. Rodriguez
Transportation
Pavement Management Engineer
BOMO 6TH Floor, Keystone Building
Federal Highway Administration
400 North Street
Southern Resource Center (HRC-SO)
Harrisburg, Pennsylvania 17120
61 Forsyth Street, SW, Suite 17T26
Phone: (717) 787-4246
Atlanta, Georgia 30303
Fax: (717) 787-7004
Phone: (404) 562-3681
E-mail: dawood@dot.state.pa.us
Fax: (404) 562-3700
E-mail: luis.rodriguez@fhwa.dot.gov

37
 APPENDIX B

Gary D. Taylor
Chief Engineer/Deputy Director
Bureau of Highway Technical Services
Michigan Department of Transportation
P.O. Box 30050
Lansing, Michigan 48909
Phone: (517) 373-1884
Fax: (517) 335-2813
E-mail: taylorgd@mdot.state.mi.us

Michael D. Voth
Pavements Program Manager
Central Federal Lands Highway Division
Federal Highway Administration
555 Zang Street
Lakewood, Colorado 80228-1010
Phone: (303) 716-2197
Fax: (303) 236-3405
E-mail: michael.voth@fhwa.dot.gov

Zane L. Webb
Director, Maintenance Division
Texas Department of Transportation
125 East 11th Street
Austin, Texas 78701
Phone: (512) 416-2448
Fax: (512) 416-2914
E-mail: zwebb@dot.state.tx.us

* Affiliations at time of scanning study. Addresses, phone numbers, and e-mail addresses current at time of publication.

38
 APPENDIX B

TEAM MEMBER BIOGRAPHIES

Tommy Beatty (Team Co-Chair) is director of the Office of Pavement Technology in
the Infrastructure Core Business Unit of the U.S. Federal Highway Administration
(FHWA) in Washington, D.C. He directs a multilevel staff that promotes innovative
pavement technology, such as Superpave (superior performing asphalt pavement
system), mechanistic design, high performance concrete, recycled materials, quality, and
performance analysis. His staff formulates and promotes FHWA policies on pavement
design and rehabilitation, and updates guides, national reports, and technical
publications related to pavements. Earlier, he served as division administrator for
Delaware, where he administered the State’s Federal-aid highway program. Before
that, Beatty served as implementation coordinator for the Strategic Highway Research
Program (SHRP), a results-driven program to develop and evaluate innovative
techniques and technologies to improve pavement performance and highway safety for
the 21st Century. In this position, he provided leadership, management, and policy
direction in developing the national program to implement and evaluate SHRP
products and technologies. As chief of the Technology Assessment Branch, Beatty led
FHWA’s efforts to develop and coordinate programs in the technology transfer area,
including development of procedures to evaluate new and innovative technologies both
domestically and internationally. Earlier, Beatty had FHWA assignments in Maryland,
Virginia, Kansas, California, and Alabama. He has a bachelor’s degree in civil
engineering from Prairie View A&M University in Texas.

Frank Danchetz (Team Co-Chair) is chief engineer for the Georgia Department of
Transportation. He is responsible for design, construction, and operations of the State’s
highway system. A major priority is preserving the existing system to maximize
pavement life and reduce capital expenditures for reconstruction. He has been involved
in research activities at the State and national levels involving Superpave (superior
performing asphalt pavement system) and other pavement issues. Early in his career,
he gained extensive pavement design experience. He graduated from the Georgia
Institute of Technology with a bachelor’s degree in civil engineering and attended
management courses at Harvard’s Kennedy School of Government and Indiana
University. Danchetz is a licensed professional engineer in Georgia. He is a member of
the American Association of State Highway and Transportation Officials (AASHTO)
and served as vice chair for the AASHTO Standing Committee on Highways, as well as
on the Transportation Research Board and other committees dealing with asset
management and pavement.

Duane Blanck is the county highway engineer for Crow Wing County in Brainerd,
Minnesota. He is responsible for 600 miles of local roads, including all aspects of
maintenance, engineering, and construction. He also is responsible for transportation-
related planning activities and several management functions, including pavement
management. In addition to extensive county engineering experience dating back to
1975, Blanck has experience in municipal engineering, railroad engineering, structural
engineering, research, and education. Blanck has a bachelor’s degree in civil
engineering from the University of North Dakota and a master’s degree in construction
management from the University of Missouri. He is a licensed professional engineer in
Minnesota and serves on the board of directors of the Foundation for Pavement
Preservation. He has served on technical advisory committees for the low-volume road

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 APPENDIX B

portion of the Minnesota ROAD test facility and as president of the National
Association of County Engineers.

Dan Dawood is pavement engineer for the Pennsylvania Department of

Transportation in Harrisburg, Pennsylvania. He is responsible for developing and
issuing statewide policies and procedures for pavement design and management
features used in transportation programs. He also has a role in researching and
implementing innovative technology in the pavement field in Pennsylvania. Dawood
has been with the department for more than 16 years and has more than 20 years’
experience in transportation engineering for State highway administrations and
private engineering firms. He has a bachelor’s degree in civil engineering from
Pennsylvania State University and is a licensed professional engineer in Pennsylvania.
He chairs the American Association of State Highway and Transportation Officials’
(AASHTO) DarWIN Task Force, and serves on AASHTO’s Joint Task Force on
Pavements and several other technical committees of the Transportation Research
Board.

Jerry Fay is national program director for public works for HDR Engineering, Inc.,
where he focuses on local government transportation. In 2001 he retired from his post
as executive director of the State of Washington Transportation Improvement Board.
The board provides funding for local government transportation projects and works
with local governments on pavement management systems. Fay has more than 33
years’ experience in the field of public works in State and local government, with the
past 12 primarily in transportation. He is immediate past president of the American
Public Works Association (APWA). Fay recently helped develop and moderate an APWA
national teleconference on pavement management issues called “Moving Roadway
Maintenance into the 21st Century.” He serves on the national APWA TEA-21
Reauthorization Task Force. He has a bachelor’s degree in civil engineering from the
University of Washington and is a licensed professional engineer in Washington and
Arizona.

Bob Ford was division chief of the Federal Highway Administration’s Office of
International Programs in Washington, D.C., and in that capacity heads up the
International Scanning Program. Ford also has 15 years’ experience in pavement
management and design, having served as pavements engineer in FHWA’s Washington,
D.C., headquarters office, Kansas City regional office, and Nevada division office. He
worked for the State of Wyoming for seven years as resident and project engineer in
charge of major paving projects. His experience includes overseeing one of the nation’s
first asphalt recycling projects in the early 1970s in Las Vegas, Nevada, and
establishing the first long-term pavement-monitoring projects in eight pilot States.
Ford was a member of the first scanning study team on asphalt pavements. He brings
with him a background in air quality, having served as air quality engineer in Kansas
City and Nevada. He has a bachelor’s degree in civil engineering from the University of
Wyoming and a master’s degree in public administration from the University of
Kansas. He holds professional engineer and land surveying licenses.

Dennis Jackson (Report Facilitator) is senior project manager for Kristen Betty &
Associates, construction management specialists in Bellevue, Washington. He provides
support to staff and clients for technical and administrative issues relating to civil
engineering and construction management. He also serves as an instructor for

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 APPENDIX B

National Highway Institute courses on hot-mix asphalt construction and pavement

preventive maintenance. For the past 10 years, Jackson has been involved with
national and international initiatives on pavement preservation and maintenance. He
has a bachelor’s degree in civil engineering from the University of Michigan. He is a
licensed professional engineer in the State of Washington and serves on the board of
directors of the Foundation for Pavement Preservation.

David Keough is Federal Lands Highway Program coordinator for the Intermountain
Region of the National Park Service. Keough manages a $40 million annual highway
improvement program for eight States and 80 parks in the Rocky Mountain West area.
He is responsible for implementing program direction and managing program funds in
conjunction with the Federal Highway Administration’s Federal Lands Business Unit.
Keough also works on pavement preservation strategies as a member of a National
Park Service-FHWA task force on using pavement management within the National
Park Service. He has pioneered the use of pavement condition data to assist in making
funding allocation decisions for the National Park Service’s Intermountain Region. He
has worked for the National Park Service for nine years as a program manager and
general roadway designer. Before that, Keough served as a geotechnical engineer for
the U.S. Forest Service in Oregon and Washington State. Keough has a bachelor’s
degree in civil engineering and a master’s degree in geotechnical engineering from
Oregon State University.

James Moulthrop is systems manager with Koch Materials Company in Austin,

Texas, where he promotes and applies innovative processes for pavement preservation.
Previously, he served as a staff member of the Department of Civil Engineering at the
University of Texas at Austin. Moulthrop spent 20 years with the Pennsylvania
Department of Transportation in various positions, including district and regional soils
engineer, chief field materials control engineer, chief of the Materials and Testing
Division, and director of highway maintenance. He spent five years in product
development, technical marketing, and application of asphalt modifiers with Lubrizol
Corp. and Exxon Chemical Americas. He graduated from St. Joseph’s College in Indiana
and holds a master’s degree in engineering geology from Kansas State University.
Moulthrop is a registered professional engineer in Pennsylvania. He is chairman of the
Transportation Research Board’s Committee on Pavement Maintenance and on the
Executive Committee of Road and Paving Materials. He is a member of the Association
of Asphalt Paving Technologists and the Canadian Technical Asphalt Association. He
also serves on the Technical Steering Committee for the Ninth International
Conference on Asphalt Pavements and on the Steering Committee for the Fifth
International Conference on Managing Pavements.

Luis Rodriguez is the pavement management engineer at the Federal Highway

Administration’s Southern Resource Center in Atlanta, Georgia. Rodriguez provides
technical assistance to State and local highway agencies and FHWA field offices on
pavement management, preservation, and smoothness. He has worked for FHWA in
various job assignments since 1985. Before moving to the Southern Resource Center, he
worked as a pavement management engineer at the FHWA Pavement Division (now
Office of Pavement Technology) in Washington, D.C., and in field assignments in
Alabama and Georgia. He developed and served as an instructor of the FHWA
pavement management multiyear prioritization training course presented throughout

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the United States and at the Fourth International Conference on Managing Pavements
in Durban, South Africa. He prepared the technical report on the Georgia Department
of Transportation Pavement Preservation Program and Smoothness Requirements, one
of the key technical products of the FHWA Pavement Smoothness Initiative. Rodriguez
has a bachelor’s degree in civil engineering from the University of Puerto Rico. He is a
registered professional engineer in Georgia and a member of the Transportation
Research Board Committee on Pavement Management Systems.

Gary Taylor is chief engineer and deputy director of the Bureau of Highway Technical
Services for the Michigan Department of Transportation. He directs the central office
engineering functions required to carry out bureau programs. His duties include
oversight of road and bridge design, traffic and safety, construction field support, central
maintenance, real estate, and research. Before that, he served as engineer of
construction and state bituminous engineer. He has worked for the Michigan
department for 30 years. Taylor has bachelor’s and master’s degrees in civil engineering
from the University of Michigan and is a licensed professional engineer in Michigan.
He serves on the American Association of State Highway and Transportation Officials’
Standing Committee on Highways and Standing Committee on Research, and is vice
chair of the Technology Implementation Group. He also is a member of the
Transportation Research Board’s Long-Term Pavement Performance Committee.

Michael Voth is a pavement engineer for the Federal Highway Administration at the
Central Federal Lands Highway Division in Denver, Colorado. Voth is responsible for
managing the division’s pavement project scoping, design, and preservation programs.
He is developing a pavement preservation team composed of representatives from the
Federal Lands Divisions and their agency partners. He also serves as a member of
FHWA’s Pavement Preservation Expert Task Group. Earlier, Voth served as pavement
engineer in the FHWA Kansas Division. He has a bachelor’s degree in physics from
Bethel College in Kansas and a bachelor’s degree in civil engineering from Washington
University in St. Louis, Missouri. He also has a master’s degree in civil engineering
from the University of Kansas. He is a member of the American Society of Civil
Engineers.

Zane Webb is director of the Maintenance Division of the Texas Department of

Transportation in Austin, Texas. He is responsible for all maintenance activities on the
State’s 187,000 lane miles, including oversight of preventive maintenance, maintenance
operations, field engineering, vegetation management, marine operations, and
architectural services. Webb provides oversight to the Preventive Maintenance
Program, which Texas established as a formally funded program in 1986. His past Texas
experience includes seven years as an area engineer in which he selected, designed, and
oversaw the construction of overlays, seal coat, and microsurfacing. Before that, Webb
was director of maintenance at the Waco District Office, where he was responsible for
all maintenance activities in that area. Webb has a bachelor’s degree in civil
engineering from the University of Texas at Austin. He is a licensed professional
engineer in Texas and is chairman of the Western Association of State Highway
Officials’ Committee on Maintenance.

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 appendix c
AMPLIFYING QUESTIONS
The following is a list of questions about pavement preservation that the U.S. scanning
study team would like to discuss with you. These questions are intended to clarify and
expand the topics of interest described in the team’s overview paper. The questions are
arranged by topic and grouped by major elements within each of four areas.

Recognizing that the terms “pavement preservation” and “preventive maintenance”

have different meanings to different agencies, the U.S. panel provides the following
definitions for a common understanding:

Pavement preservation – A program of activities aimed at preserving our

investment in the nation’s highway system, enhancing pavement performance,
extending pavement life, and meeting our customers’ needs. This includes
corrective and preventive maintenance, as well as minor and major
rehabilitation.

Preventive maintenance – The planned strategy of cost-effective treatments to

an existing roadway system and its appurtenances that preserves the system,
retards future deterioration, and maintains or improves the functional condition
of the system without increasing structural capacity.

The team is interested in visiting sites where some of the treatments discussed are
being applied or have been applied and are open to traffic. If possible, the team would
like to devote 50 percent or more of its time with you to site visits. Examples of
successful and not-so-successful applications are of interest to the panel to allow for a
broader understanding of these treatments.

1. MANAGEMENT PERSPECTIVE AND POLICIES

1-1. What techniques do you use to obtain top management support for your
program? What is the overall management approach to various pavement
preservation activities?
1-2. How have pavement preservation concepts been marketed and sold inside
and outside of your agency? Do users of the system perceive there is a
benefit? What is the acceptance of the program with staff and employees?
1-3. What administrative rules or laws – such as weight restrictions, seasonal or
otherwise – are used in controlling use of a roadway and thus preserving the
pavement?
1-4. Do you have a pavement preservation plan for your system? Is it a multi-
year (five-year) plan? How is pavement preservation performance quantified
(i.e., improved serviceability, increased structural value, etc.)?
1-5. Do you have an effective pavement management system and is it integrated
with maintenance needs?
1-6. How do you decide when, where, and what type of pavement treatments need
to be used (traffic volumes, percentage of trucks, cost, environmental
concerns, political pressure)?

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1-7. For pavement preservation on low-volume roads (less than 1,000 average
daily trips), please indicate the types of treatments used, their performance,
and specifications.
1-8. Do you have an asset management system? What role does your pavement
preservation program play in this system?
1-9. Do you have long-term pavement preservation contracts?
1-10. How do treatment cycles and overlay cycles interplay?

2. RESOURCE COMMITMENT AND COST-EFFECTIVENESS

2-1. What are the relative costs associated with various treatments? Is this
supported with a database?
2-2. Do you perform a cost-benefit analysis to determine treatment use?
2-3. How do you manage your pavement preservation program (i.e., is it
centralized or decentralized?)
2-4. What percentage of your transportation budget is dedicated to pavement
preservation? Are these funds consistent from year to year?
2-5. What percentage of your system is enhanced with pavement preservation
techniques yearly and at what cost?

3. TREATMENTS, TECHNIQUES, AND PERFORMANCE

Treatments – Asphalt Pavements
3-1. What types of treatments are commonly used?
3-2. How is the optimum timing of preservation treatments determined (i.e.,
function of distress, function of time, etc.)?
3-3. Do you have a guide or policy on what treatments to apply under what
conditions?
3-4. What are the selection criteria for different types of surface treatments?
(e.g., When is micro-surfacing used versus slurry and why? When is slurry
used versus chip seal and why?)

Treatments – Concrete Pavements

3-5. What types of treatments are commonly used?
3-6. How is the optimum timing of preservation treatments determined (i.e.,
function of distress, function of time, etc.)?
3-7. Do you have a guide or policy on what treatments to apply under what
conditions?
3-8. What are the selection criteria for different types of treatments?

Techniques – General
3-9. Do your methods or techniques include non-pavement enhancements such as
base or drainage? What techniques are used to drain roadbeds?

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 APPENDIX C

3-10. What type of pavement analysis procedures (distress surveys, etc.) do you
use?
3-11. Traffic: How do you alleviate long traffic delays and interruptions during
construction?
a. Does your agency use special additives and materials to accelerate curing
(quick set) and thus allow earlier opening of the treatment to traffic?
b. What is your history of use with nighttime application of surface
treatments?

Performance
3-12. Are your pavement preservation contracts performance based? If so, what
criteria are used?
3-13. How do you measure pavement performance and how often?
3-14. Which treatments have given you the best performance? Which ones give the
best cost/benefit?
3-15. How are surface treatments evaluated? Skid related? Preservation of
structure? Reemergence of surface distress? Timing on a cycle? What
decisions are based on these results?
3-16. How are treatment lives determined?
3-17. Do you have different levels of treatments based on different qualities of
materials (i.e., 100 percent crushed, high-quality aggregates and polymer-
modified bitumens versus lower-quality materials, such as uncrushed
salacious aggregates and commodity bitumens)?

Other
3-18. What treatments are the easiest to construct? What treatments are the most
difficult to construct?
3-19. What types of failures have you experienced? What was done to repair this
work?
3-20. What treatments have you abandoned and why?
3-21. Which treatments are most sensitive to weather conditions when
constructed?
3-22. Do you have contractors that specialize in pavement preservation techniques
or do general contractors do the work?

4. INNOVATIVE METHODS, PRACTICES, AND PROCEDURES

4-1. Do you warranty pavement preservation treatments? If so, which treatments? For
how long and by what performance criteria?
4-2. How involved is your research program in pavement preservation?
4-3. Are you experimenting with any new treatments, innovations with equipment, or
processes used to construct pavement preservation projects that have not been
adopted as a standard practice?

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 APPENDIX C

4-4. Have improved specifications been recently developed for pavement

preservation treatments?
4-5. How is innovation encouraged in the public and private sectors? How are
these innovations integrated into your pavement preservation program? Is
this partnership formalized?
4-6. Are you using automated repair systems for rapid pavement repair? Are such
systems expensive to own and maintain?
4-7. How do you assure that designers, project inspectors, and quality control
technicians have the proper knowledge and experience to work on pavement
preservation projects?
4-8. Who does the testing (i.e., contractor, agency, or third party)?
4-9. How do you assure contractor compliance with specification/performance
requirements?

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