Equipment World

September 2017

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September 2017 | EquipmentWorld.com 46 Five questions Gross says pavement management revolves around five core questions: 1. What is the pavement's condition? This boils down to conditional analysis, in which agencies take a road inventory, such as miles of roads, condition and remaining service life. 2. What level of service will be provided? Gross says it's key to involve the decision-makers – city officials, for example – in the pavement man- agement program to garner support from those providing funding. For example, one transportation agency took city officials in a van and "drove the city streets and talked about the distress they're seeing and what's causing the distress, and they've come to an agreement on the road condition," he says. In that way, all parties can come to a consensus on a pavement condi- tion index (PCI), for example, and determine what is allowed, what is the level of service and what is the target condition. 3. What level of deterioration is acceptable? Gross says agencies can use multi- year data to monitor PCI and roadways. PCI changes signal the need to start looking for the root causes of deterioration and then use that information to help determine the likelihood and consequences of further deterioration. "That's the start of that pavement management model," he says. 4. What are the options? Agencies must determine what their staff can do. "In the past couple of years, some of the larger mu- nicipalities in Iowa are either doing their own crack seal program or road technology | continued Contractor: Interstate Improvement Owner/Engineer: Missouri Department of Transportation Winner of Silver Award in ACPA's 2015 Excellence in Concrete Pavements, in the Concrete Pavement Restoration category T his project involved the rehabilita- tion of an experimental unbonded concrete overlay constructed in 2006. Deficiencies appeared in the overlay from joint spacing, thin pave- ment sections, pavement faulting and settlement, and the overlay overhang- ing the underlying pavement. A variety of remediation techniques were employed for the rehabilitation. Saw cuts were installed between the joints to alleviate pavement stresses, which were causing random cracking. Small cracks were repaired by pave- ment cross-stitching, and larger cracks or areas of more severe deterioration were replaced. Dowel bar retrofits were used on faulted joints. After the repairs, the entire project was diamond ground. The alternative to the $3.5 million extension of this experimental section was an esti- mated $20 million asphalt overlay. The rehab project resulted in significant savings and continued performance observations of the experimental section. A finished concrete roadway after dowel bar retrofitting. Note the small grooves have been filled in and sealed. (International Grooving & Grinding Association) Rehabilitation of I-35 in Daviess County, Missouri

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