International Technology Exchange Program

JUNE 2002

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

Pavement Preservation Technology

In France, South Africa, And Australia

Publication No. FHWA-PL-03-001

HPIP/10-02(5M)EW

International Technology Exchange Program

OCTOBER 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. 

FHWA- PL-03-001

2. Government Accession No. 3. Recipient’s Catalog No. 

4. Title and Subtitle 

Pavement Preservation Technology in France, South Africa, and Australia 

5. Report Date 

October 2002

6. Performing Organization Code 

7. Author(s) Tommy L. Beatty, Dennis C. Jackson, Dan A. Dawood, 

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

8. Performing Organization Report No. 

9. Performing Organization Name and Address 

American Trade Initiatives 

P.O. Box 8228 

Alexandria, VA 22306-8228

10. Work Unit No.(TRAIS) 

11. Contract or Grant No. 

DTFH61-99-C-0005 

12. Sponsoring Agency Name and Address 

Office of International Programs 

Office of Policy 

Federal Highway Administration 

U.S. Department of Transportation 

American Association of State Highway and Transportation Officials

13. Type of Report and Period Covered 

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 bestpractices seminar on long-term maintenance contracts, and evaluating pavement condition survey vehicles. 

17. Key Words 

Key words 

Pavement preservation, preventive maintenance, 

pavement management system, pavement condition 

survey vehicle, chip seal, deep base, deep subbase, 

bitumen, aggregate, concrete, asphalt

18. Distribution Statement

No restrictions. 

This document is available to the public from the 

Office of International Programs 

FHWA-HPIP, Room 3325 

US Dept. of Transportation 

Washington, DC 20590 

international@fhwa.dot.gov 

www.international.fhwa.dot.gov

19. Security Classif. (of this report) 

Unclassified

20. Security Classif. (of this page) 

Unclassified

21. No. of Pages 

56

22. Price 

Free

Form DOT F 1700.7 (8-72) Reproduction of completed page authorized 
i

TOMMY L. BEATTY

FHWA

CO-CHAIR

FRANK L. DANCHETZ

GEORGIA DOT

CO-CHAIR

DENNIS C. JACKSON

KRISTEN BETTY & ASSOCIATES

FACILITATOR

DUANE A. BLANCK

NATIONAL ASSOCIATION OF COUNTY ENGINEERS

DAN A. DAWOOD

PENNSYLVANIA DOT

JERRY M. FAY

AMERICAN PUBLIC WORKS ASSOCIATION

ROBERT A. FORD

FHWA

DAVID S. KEOUGH

NATIONAL PARK SERVICE

JAMES S. MOULTHROP

FOUNDATION FOR PAVEMENT PRESERVATION

LUIS M. RODRIGUEZ

FHWA

GARY D. TAYLOR

MICHIGAN DOT

MICHAEL D. VOTH

FHWA

ZANE L. WEBB

TEXAS DOT

Pavement Preservation technology Pavement Preservation technology Pavement Preservation technology

In France, South Africa, and Australia In France, South Africa, and Australia

prepared by the international scanning study team

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
ii

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.
iii

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
iv

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
v

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
vi

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
vii

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
viii

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.

EXECUTIVE SUMMARY
ix

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.
x

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.
1

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

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.

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

preservation innovations.
2

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

team developed general

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.

Figure 2. Team members met frequently during the tour to

share observations.
3

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.
4

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

system, began in the

1960s. Pavement

sections built since 1980

Figure 3. The team visited sites where pavement

preservation treatments have been applied.
5

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:

Table 1. Breakdown of Australian system lengths by state networks.

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

STATE NATIONAL (KM) STATE (KM) LOCAL (KM)
6

• 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.

CHAPTER 2
7

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, selffinancing, 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
8

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. Precoating 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.
9

CHAPTER 2

• 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

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.
10

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:

• 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.

Table 2. Typical hot-mix pavements in France.

Type

Thin

Very Thin

Ultra Thin

Porous Asphalt

High Modulus

Top Size (mm)

6-14

6-10

6-10

Thickness (cm)

3-4

2

Equals Maximum

Size

4

6-8

Bitumen Type

Pure Bitumen

30-50/50-70 pen

30-50/50-70 pen

10-20/15-25 pen

Modifier

SBS, EVA, EMA,

SBR, FIBERS

SBS, EVA, EMA,

SBR, FIBERS
11

• Typical aggregate top sizes, lift thickness, names, and binders used for hot mixes

are as follows:

• 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:

Top Size

9.5 mm

13.2 mm

19.0 mm

26.5 mm

37.5 mm

Lift Thickness

20 mm

30 mm

40 mm

60 mm

80 mm

Name

Ultra Thin &,Thin

Thin

Conventional

Thick Surfaces & Bases

Asphalt Bases

Top Size

60/70

60/70

40/50

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

CHAPTER 2
12

CHAPTER 2

Nominal Size (mm)

20

16

14

10

5

5 (Matrix)

Average Least Dimension (mm)

10.5-13.7

8.6-12.0

6.4-9.7

4.1-7.1

3.8-4-6

-

Application Rate (m2m3)

60-75

70-85

80-105

100-155

135-190

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
13

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 wellmanaged 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
14

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.
15

• 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.

CHAPTER 2
16

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 longlasting 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 cementtreated 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.
17

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
18

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 lowvolume 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

CHAPTER 3
19

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

using rural roads,

states believe there

is a need for the best-performing bitumen possible. Styrene butadiene styrenetype 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

Figure 5. Australia uses a technique of pre-coating aggregates for

chip seals to reduce aggregate loss.
20

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 polymermodified 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.

CHAPTER 3
21

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.
22

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 pooledfund 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
23

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

than 15, and micro-duval

less than 20) of a single size

is routinely used. In many instances, aggregate is hauled great distances, more than

Figure 6. The team recommends application of chip seals earlier

in the distress cycle to prevent premature pavement failure.
24

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-threemillimeter 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

years of crack sealing.

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

Figure 7. The team recommends developing a national

mechanism to evaluate innovative products and processes

for pavement preservation.
25

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 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.
26

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, highspeed 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.
27

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 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
28

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.

CHAPTER 5
29

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 technologysharing 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.
30

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.
31

Appendix A

HOSTS
Philippe LegerPatrick MonnerayeDelphine MassonieJean-Henri LasneFrancois ChaignonD’ Georges PilotBernard MamontoffYves BrosseaudJean-Francois CorteJean-Louis GourdonBernard HeritierLuc-Amaury GeorgeGilles LaurentMichele CynaJeanPaul MichautMichelBouletJean-Michel Piau

DirectorChief, ITPEAssistantEngineer, Autoroute-H1Technical &Development ManagerAssistant DirectorEngineer, I.D.T.P.EEngineerTechnical Manager,Road SectorDeputy TechnicalManager, Road SectorTechnical DirectorDirectorEngineerTechnical DirectorDeputy Manager,ResearchResearch DirectorHead, Department ofPavement Material &Structures

Office of International AffairsRegional Lab at NantesOffice of International AffairsMinistry of Road WorksCOLASInternational AffairsLCPCLCPCLCPCLCPCAppiaCOFIROUTELCPCEUROVIACOLASLCPCLCPC

philippe.leger@equipement.gouvpatrick.monneraye@equipemendelphine.massonie@equipemenfchaignon@compuserve.compilot@lcpc.frbernard.mamontoff@lcpc.frjean-francois.corte@lcpc.frbheritier@appia.frluc-amaury.george@cofiroute.frgilles.laurent@equipement.gouvtechnique@erovia.commichaut@ced.colas.frMichel.Boulet@lcpc.frjean-michel.piau@lcpc.fr

NAME title agency E-mail 

FRANCE
Nazir AlliBasie NothnagelDennis RossmannHennie KotzeMias WieseJack V. D. MerweElzbieta SadzikEnrico FletcherBryan PerrieDr. P. J. StraussBenoit Verhaeghe

CEORegional ManagerPavement MaterialsSpecialistProject EngineerMaterials EngineeringSupportHeadChief EngineerDeputy Chief EngineerPrincipal EngineerDirectorProgram Manager

NAME title agency E-mail 

SOUTH AFRICA

South African National RoadsAgency LimitedSouth African National RoadsAgency LimitedSouth African National RoadsAgency LimitedSouth African National RoadsAgency LimitedSouth African National RoadsAgency LimitedDepartment of Transport &Public WorksDepartment of Transport &Public WorksDepartment of Transport &Public WorksCement & Concrete InstitutePieter Strauss ccCSIR

alli@nra.co.zabasie@nra.co.zarossmannd@nra.co..zakotzeh@nra.co.zawisem@nra.co.zaelzbietas@gpg.gov.zabryan@cnci.org.zapieterst@lantic.net
Alan ColegateNeville BinningGreg MartinGary NorwellBrian NobleFrank ButkusEdward WilksPeter SweatmanDavid AndersonBruce GidleyAdrian ToffulGreg KempDr. Bryan PidwerbeskyJM RamanujamAllan BellAndrew GoldsingSteve Hogan

NAME title agency E-mail 

AUSTRALIA

Business ManagerManager, RoadAsset PlanningCommissionerof Main RoadsExecutive Director,Planning & PracticeDirector, ContractDevelopmentPavements & SurfacingManagerProject ManagerManaging DirectorDirector,Regional ServicesRegional ManagerManager, PavementTechnology ServicesManager, InternationalProjectsGroup Technical ManagerPrincipal EngineerPrincipal EngineerManager, AssetsStrategy and PerformancePrincipal Engineer

Western Australia Main RoadsWestern Australia Main RoadsWestern Australia Main RoadsWestern Australia Main RoadsWestern Australia Main RoadsWestern Australia Main RoadsCSRRoaduser Systems Pty LimitedVicRoadsVicRoadsGeoPaveVicRoadsFulton Hogan LimitedQueensland Main RoadsQueensland Main RoadsQueensland Main RoadsQueensland Main Roads

alan.colegate@mrwa.wa.gov.auneville.binning@mrwa.wa.gov.agreg.martin@mrwa.wa.gov.augary.norwell@mrwa.wa.gov.aunoble@mrwa.wa.gov.aufrank.butkus@mrwa.wa.gov.auewilks@csrermd.competer@roaduser.com.auDavid.Anderson@roads.vic.gov.bruce.gidley@roads.vic.gov.auToffula@vrnotes.roads.vic.gov.augreg.kemp@roads.vic.gov.aubryan.pidwerbesky@fh.co.nzjmraman@notesmail.qdot.qld.gandrew.c.golding@mainroads.qSteve.C.Hogan@mainroads.qld.
Peter EvansGraham ShardlowNeil RobertsonPhil HuntIan ReevesJohn YearnPaul ForwardMichael B. BushbyDavid DashJamie FavaloroVincent VongAndrew PapacostasGraham FreestoneRoss PaulIan CossensNicola CuthbertsonBill Hooker

NAME title agency E-mail 

AUSTRALIA

ManagerManagerManagerSenior EngineerDirector, ConstructionServicesChemistChief ExecutiveGeneral ManagerGeneral ManagerTechnical ConsultantPavement ManagementSystems EngineerSection Leader,Pavement DesignManager,ProgramDeliveryTechnology TransferEngineerSection Leader, SurfacingProjects Officer, MarketingManager, RegionalServices Support

Queensland Main RoadsQueensland Main RoadsQueensland Main RoadsQueensland Main RoadsQueensland Main RoadsQueensland Main RoadsNSW Roads & Traffic AuthorityNSW Roads & Traffic AuthorityNSW Roads & Traffic AuthorityGeoPaveVicRoadsVicRoadsVicRoadsGeoPaveGeoPaveVicRoadsVicRoads

gbshard@MAINROADS.qld.gov.aneil.f.robertson@mainroads.qldPhil.D.Hunt@mainroads.qld.govian.n.reeves@mainroads.qld.goPaul_Forward@rta.nsw.gov.auMicheal_Bushby@rta.nsw.gov.aDavid_Dash@rta.nsw.gov.auFavaloj@vrnotes.roads.vic.gov.avongv@vrnotes.roads.vic.gov.auandrewpapacostas@roads.vic.gfreestg@vrnotes.roads.vic.gov.aPaulr@vrnotes.roads.vic.gov.auCosseni@vrnotes.roads.vic.gov.nicola.cuthbertson@roads.vic.gobill.hooker@roads.vic.gov.au
David ManganRay FarrellyMike HannonGeoff AytonGreg HallCharles Casuscelli RFD

NAME title agency E-mail 

AUSTRALIA

Regional ExecutiveChief ExecutiveDirector, RoadNetwork InfrastructureManager, RigidPavementsAsphalt TechnologyGeneral Manager

Australian Asphalt PavementAssociationAustralian Asphalt PavementAssociationRoads & Traffic AuthorityRoads & Traffic AuthorityRoads & Traffic AuthorityRoads & Traffic Authority

mangan@aapa.asn.aufarrelly@aapa.asn.auMike_Hannon@rta.nsw.gov.auGeoff_Ayton@rta.nsw.gov.augreg_hall@rta.nsw.gov.auCharles_Casuscelli@rta.nsw.gov.au
37

Team Members and Affiliations*

Tommy L. Beatty (Co-Chair)

Director, Office of Pavement Technology

HIPT-1 (Room 3118)

Federal Highway Administration

400 Seventh Street, SW

Washington, DC 20590

Phone: (202) 366-0027/1324

Fax: (202) 493-2070/2072

E-mail: tommy.beatty@fhwa.dot.gov

Frank L. Danchetz (Co-Chair)

Chief Engineer

Georgia Department of Transportation

2 Capitol Square, Room 122

Atlanta, Georgia 30334

Phone: (404) 656-5277

Fax: (404) 463-7991

E-mail: frank.danchetz@dot.state.ga.us

Dennis C. Jackson

Senior Project Manager

Kristen Betty & Associates

611 Columbia Street NW, Suite 2D

Olympia, Washington 98501

Phone: (360) 528-2210

Fax: (360) 528-2210

E-mail: djackson@kbacm.com

Duane A. Blanck

Crow Wing County Engineer

Crow Wing County Highway Department

202 Laurel Street

Brainerd, Minnesota 56401

Phone: (218) 824-1110

Fax: (218) 824-1111

E-mail: dab@co.crow-wing.mn.us

Dan A. Dawood

Chief Pavement Engineer

Pennsylvania Department of

Transportation

BOMO 6TH Floor, Keystone Building

400 North Street

Harrisburg, Pennsylvania 17120

Phone: (717) 787-4246

Fax: (717) 787-7004

E-mail: dawood@dot.state.pa.us

Jerry M. Fay

National Program Director

for Public Works

HDR Engineering, Inc.

2141 East Highland Drive, Suite 250

Phoenix, Arizona 85016-4736

Phone: (602) 508-6600

Fax: (602) 508-6606

E-mail: jfay@hdrinc.com

Robert A. Ford

Division Chief,

Office of International Programs

HPIP-10, Room 3325

Federal Highway Administration

400 Seventh Street, SW

Washington, DC 20590

Phone: (202) 366-9632/9636

Fax: (202) 366-9626

E-mail: bob.ford@fhwa.dot.gov

David S. Keough

Federal Lands Highway Program

Coordinator

National Park Service

Federal Highway Administration

610 East 5th Street

Vancouver, Washington 98661

Phone: (360) 696-7764

Fax: (360) 696-7846

E-mail: david_keough@nps.gov

James S. Moulthrop

Systems Manager

Koch Materials Company

701 Brazos, Suite 490

Austin, Texas 78701

Phone: (512) 236-6708

Fax: (512) 480-0956

E-mail: moulthrj@kochind.com

Luis M. Rodriguez

Pavement Management Engineer

Federal Highway Administration

Southern Resource Center (HRC-SO)

61 Forsyth Street, SW, Suite 17T26

Atlanta, Georgia 30303

Phone: (404) 562-3681

Fax: (404) 562-3700

E-mail: luis.rodriguez@fhwa.dot.gov

appendix b

TEAM MEMBERS
38

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.

APPENDIX B
39

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 transportationrelated 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

APPENDIX B
40

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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APPENDIX B

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.
43

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 multiyear (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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APPENDIX C

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 polymermodified 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?