PRESERVATION & MAINTENANCE TREATMENTS FEBRUARY 2025
2 This document is designed to assist you in managing your asphalt. While it provides valuable insights, it may not cover every proprietary solution in detail. The guide is not intended to be a comprehensive troubleshooting manual for your asphalt. Instead, its purpose is to help you identify potential issues and explore possible solutions. For more complex or specific problems, it’s crucial to consult with professionals who specialize in asphalt preservation and maintenance. They are your best resource for extending the life of your asphalt. A list of experts can be found in the back of this resource book.
3 On behalf of the Utah Asphalt Pavement Association’s (UAPA) Pavement Preservation Committee, I am pleased to introduce a valuable resource dedicated to enhancing the maintenance and preservation of asphalt pavements throughout Utah. We hope that municipalities, property management professionals, school districts, developers, homeowner associations, churches and all owners of asphalt roads and parking lots will benefit from the collective experience and knowledge of UAPA’s membership. By leveraging this expertise, we can work together to ensure the longevity and performance of our asphalt infrastructure. Our state’s highway infrastructure represents a substantial investment of $44 billion, with $24 billion in asphalt and concrete. It’s vital that we prioritize the preservation and timely maintenance of not just highways, but also parking lots, city streets and other critical surfaces. A proactive and thoughtful approach to asphalt maintenance and preservation ensures that we effectively protect our assets, allowing us to continue investing in essential new projects. Utah’s extreme temperature variations take a significant toll on our pavements, making it imperative that we focus on caring for the foundations of our roads and public spaces. UAPA is fortunate to have a dedicated community of professionals in the asphalt industry who are committed to this cause. As an association, we aim to provide support, technical expertise and resources to help maintain the integrity of our infrastructure across the state of Utah. Thank you for your attention to this important initiative, and we look forward to any feedback on this resource guide that you may have. Sincerely, Rick W. Johnson UAPA Executive Director rickwjohnson@utahasphalt.org
4 INTRODUCTION An asphalt concrete pavement section typically consists of three primary layers over native subgrade soil: 1. Surface course (asphalt concrete pavement). 2. Base course (engineered roadbase). 3. Subbase course (granular soil). These layers work together to support vehicular traffic. They are referred to as a flexible pavement section because they have the ability to resist cracking while deflect under traffic loads and expanding and contracting with temperature changes. However, even the best-designed and best-constructed pavement sections require maintenance. Many factors can lead to pavement distresses. They can be related to the pavement section itself (design or workmanship issues), the underlying native subgrade soil, environmental effects such as sun and water, physical damage such as cuts to install utilities, settling utility trenches, unexpected traffic loading, frost heave (expansion of wet fine-grained soil that freezes) or just the passage of time that leads to the asphalt becoming more brittle and years of traffic loading. Identifying the cause of distress helps make good use of money spent on treatments applied to address them.
5 Since some distresses in asphalt stem from the design and construction of the pavement section, effective maintenance begins with effective design and construction. Best practices include the following: DESIGN BEST PRACTICES 1. Establish pavement mix design requirements. 2. Review the pavement mix design to verify that it meets your requirements. 3. Establish pavement section design requirements. 4. Identify the characteristics of soil that will be under the pavement through a sub-surface investigation. 5. Identify expected traffic loading on the pavement. 6. Review the pavement section design and make sure the design on the construction drawings matches it. 7. Establish construction tolerances and compaction requirements based upon local standards. CONSTRUCTION BEST PRACTICES 1. Require submittals of materials that will make up the pavement section and verify that they match the materials in the mix and pavement section design. 2. Perform inspection of pavement section construction and follow the established construction standards. 3. Verify that the subgrade material is firm and unyielding under heavy loads and require replacement of it if it isn’t stable. 4. Verify thickness of all layers of the pavement section. 5. Test compaction of all layers of the pavement section. 6. Seal asphalt to inhibit the loss of volatile compounds from the binder and to protect it from damage from ultraviolet rays, water and road salts. PURPOSE The most cost-effective way to manage pavement is to keep good roads good. This requires preserving the condition of pavement as long as possible by protecting it from damage. However, as the pavement ages, signs of distress
6 begin to appear. Treating distresses before they lead to bigger problems is the most cost-effective way to maintain pavement. That means using the right treatment at the right time at the right place. The purpose of this document is to provide technical guidance on which treatments are appropriate for different types of distresses and for different degrees of distress. The following terms have the associated meanings: • Recommended: These treatments are appropriate for the type and severity of a distress. • Not Recommended: These treatments are not appropriate for the type and severity of a distress. • Feasible: These treatments are acceptable but not the best choice, either because they don’t fully address the problem or because they go beyond what is needed to address the problem. In some instances, multiple treatments can be effectively used together. For instance, crack filling and spot repairs might be used in conjunction with another treatment. There may be causes of pavement distress that require correction, such as utility trench settling or correcting drainage problems. In some cases of severe distress, the condition of pavement may be so deteriorated that preservation and maintenance treatments will not restore the pavement in a meaningful way. In such cases, pavement replacement is necessary. If the cause of the deterioration is related to the pavement section or subgrade conditions, full reconstruction may be necessary. Pavement replacement and reconstruction is beyond the scope of this guide. Each case is different, we recommend that you speak with a expert as to your unique situation and possible treatment options. Best practice is to use the right treatment at the right time, at the price point providing the best treatment outcome. Life expectancy of treatments will vary depending on many factors, and UAPA recommends that life expectancy be a point of discussion with any vendor chosen. ©2025 Utah Asphalt Pavement Association (UAPA) | The newsLINK Group LLC. All rights reserved. The information contained in this publication is intended to provide general information for review, consideration and education. The contents do not constitute legal advice and should not be relied on as such. If you need legal advice or assistance, it is strongly recommended that you contact an attorney as to your circumstances. The statements and opinions expressed in this publication are those of the individual authors and do not necessarily represent the views of UAPA, its board of directors or the publisher. Likewise, the appearance of advertisements within this publication does not constitute an endorsement or recommendation of any product or service advertised. While a first-print policy is encouraged, in cases where this is not possible, every effort has been made to comply with any known reprint guidelines or restrictions. Content may not be reproduced or reprinted without prior written permission. For further information, please contact the publisher at (855) 747-4003.
7 TABLE OF CONTENTS 8 Alligator or Fatigue Cracking 10 Block Cracking 12 Transverse Cracking 14 Longitudinal Cracking 16 Reflective Cracking 18 Rutting or Shoving 20 Asphalt Raveling 22 Oxidation 24 Reduced Frictional Resistance 26 Unsealed/Open Pavement 28 Bleeding 30 Potholes 32 Roughness of Ride 34 Surface or Shoulder Damage 36 Pavement Preservation Treatment Matrix 40 Crack Sealing 41 Hot Pour Mastic/Patch 42 Spray Applied Preservation 43 Seal Coat 44 Fog Seal/Rejuvenator 45 Sand Seal 46 Scrub Seal 47 Spot Repair 48 Slurry Seal 49 Chip Seal 50 Micro-Surfacing 51 Cape Seal 52 Cold In-Place Recycling 53 Hot In-Place Recycling 54 Hot Mix Asphalt Overlay 54 Ultra Thin HMA 55 Bonded Wearing Course 56 UAPA Members That Can Help
8 Alligator cracking is caused by issues with the soil under the pavement section in areas subject to traffic loading, including: • Areas of soft, localized, saturated, fine-grained subgrade soil, possibly made worse by inadequate drainage. • The pavement section may not be thick enough to support traffic loads on the native subgrade soil. • Water seeping into cracks in the pavement, further weakening the subgrade and accelerating cracking. To prevent alligator cracking, you can: • Follow design and construction best practices. • Prevent the puddling of water on asphalt or at the edge of asphalt. • Fill cracks when they appear before they grow and let water more get under the asphalt. • Maintain a surface treatment on the asphalt to resist cracking and prevent the intrusion of water under the asphalt. Tips on responding to alligator cracking: • Sealing cracks soon after they appear may slow the progress of alligator cracking. • Since the cause is the combination of fine-grained soils and saturation of it is the cause of the problem, either the soil needs to be replaced or the source of water has to be eliminated to resolve the problem. If the source of water is not from the surface, no surface treatment will be a permanent solution. ALLIGATOR OR FATIGUE CRACKING Alligator cracking is a type of asphalt pavement damage that occurs when a series of cracks form a pattern that resembles an alligator’s skin. It’s also known as fatigue cracking.
9 Severity of Alligator or Fatigue Cracking Preservation Treatments LOW (Very Mild) MEDIUM (Noticeable, but Not Extensive) HIGH (Extensive in Most Locations) Crack Sealing RECOMMENDED RECOMMENDED FEASIBLE Hot Pour Mastic/Patch RECOMMENDED RECOMMENDED FEASIBLE Spray Applied Preservation NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Seal Coat NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Fog Seal/ Rejuvenator FEASIBLE FEASIBLE NOT RECOMMENDED Sand Seal RECOMMENDED FEASIBLE NOT RECOMMENDED Scrub Seal RECOMMENDED FEASIBLE FEASIBLE Spot Repair FEASIBLE RECOMMENDED RECOMMENDED Slurry Seal FEASIBLE NOT RECOMMENDED NOT RECOMMENDED Chip Seal FEASIBLE FEASIBLE NOT RECOMMENDED Micro-Surfacing FEASIBLE FEASIBLE NOT RECOMMENDED Cape Seal FEASIBLE FEASIBLE FEASIBLE MAINTENANCE AND REHAB OPTIONS Cold In-Place Recycling (CIR) FEASIBLE FEASIBLE FEASIBLE Hot In-Place Recycling (HIR) FEASIBLE FEASIBLE FEASIBLE Hot Mix Asphalt (HMA) Overlay (Less than 2”) FEASIBLE FEASIBLE NOT RECOMMENDED Bonded Wearing Course (BWC) (Less than 1”) FEASIBLE FEASIBLE NOT RECOMMENDED Ultra-Thin HMA (0.5” - 1.0”) FEASIBLE FEASIBLE NOT RECOMMENDED Recommended: These treatments are appropriate for the type and severity of a distress. However, it is important to confer with a professional about your existing conditions. (See list of contractors in the back of this booklet.) Not Recommended: These treatments are not appropriate for the type and severity of a distress. Feasible: These treatments are acceptable but not the best choice, either because they don’t fully address the problem or because they go beyond what is needed to address the problem.
10 BLOCK CRACKING Block cracking is a type of asphalt pavement damage that appears as a network of large, rectangular or square-shaped cracks. Block cracking is caused by shrinkage of the asphalt and its inability to resist thermal expansion and contraction without cracking. It may be related to: • Loss of volatile compounds in the binder over time. • The binder grade used in the asphalt mix design may not have been appropriate for temperature variations in the environment. • An error in design or batching the asphalt may have resulted in not having enough binder for the aggregate used. To prevent block cracking, you can: • Follow design and construction best practices. • Maintain a surface treatment on the asphalt to preserve its flexibility. Tips on responding to block cracking: • If the cracks are working cracks (defined by thermal expansion/contraction of more than 0.1”), consider routing the cracks before sealing them to allow for better adhesion of the sealer material. • Fill cracks soon after they appear to prevent the intrusion of water under the asphalt. • Milling the upper portion of the asphalt (which will have lost much of its volatile binder compounds) prior to placement of a new HMA layer can improve performance.
11 Recommended: These treatments are appropriate for the type and severity of a distress. However, it is important to confer with a professional about your existing conditions. (See list of contractors in the back of this booklet.) Not Recommended: These treatments are not appropriate for the type and severity of a distress. Feasible: These treatments are acceptable but not the best choice, either because they don’t fully address the problem or because they go beyond what is needed to address the problem. Severity of Block Cracking Preservation Treatments LOW (Very Mild) MEDIUM (Noticeable, but Not Extensive) HIGH (Extensive in Most Locations) Crack Sealing RECOMMENDED RECOMMENDED RECOMMENDED Hot Pour Mastic/Patch RECOMMENDED RECOMMENDED FEASIBLE Spray Applied Preservation NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Seal Coat NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Fog Seal/ Rejuvenator FEASIBLE FEASIBLE NOT RECOMMENDED Sand Seal FEASIBLE FEASIBLE NOT RECOMMENDED Scrub Seal FEASIBLE FEASIBLE NOT RECOMMENDED Spot Repair NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Slurry Seal FEASIBLE FEASIBLE NOT RECOMMENDED Chip Seal FEASIBLE FEASIBLE FEASIBLE Micro-Surfacing FEASIBLE FEASIBLE NOT RECOMMENDED Cape Seal FEASIBLE FEASIBLE FEASIBLE MAINTENANCE AND REHAB OPTIONS Cold In-Place Recycling (CIR) FEASIBLE RECOMMENDED FEASIBLE Hot In-Place Recycling (HIR) FEASIBLE RECOMMENDED FEASIBLE Hot Mix Asphalt (HMA) Overlay (Less than 2”) FEASIBLE RECOMMENDED RECOMMENDED Bonded Wearing Course (BWC) (Less than 1”) FEASIBLE FEASIBLE FEASIBLE Ultra-Thin HMA (0.5” - 1.0”) FEASIBLE NOT RECOMMENDED NOT RECOMMENDED
12 TRANSVERSE CRACKING Transverse cracking is a type of asphalt pavement damage that occurs when cracks run perpendicular to the pavement’s center line. Transverse cracking is primarily caused by shrinkage of the asphalt and its inability to resist thermal expansion and contraction without cracking. It may be related to: • Loss of volatile compounds in the binder over time. • A high content of lime and fly ash, which increases drying and temperature shrinkage deformation. • Freshly laid hot asphalt meeting cold air. • Reflection from underlying layers. To prevent transverse cracking, you can: • Follow design and construction best practices. • Avoid laying asphalt in cold weather. • Maintain a surface treatment on the asphalt to preserve its flexibility. Tips on responding to block cracking: • If the cracks are working cracks (defined by thermal expansion/contraction of more than 0.1”), consider routing the cracks before sealing them to allow for better adhesion of the sealer material. • Fill cracks soon after they appear to prevent the intrusion of water under the asphalt. • Milling the upper portion of the asphalt to the depth of the crack (which will have lost much of its volatile binder compounds) prior to placement of a new HMA layer can improve performance, especially in cases of severe transverse cracking.
13 Recommended: These treatments are appropriate for the type and severity of a distress. However, it is important to confer with a professional about your existing conditions. (See list of contractors in the back of this booklet.) Not Recommended: These treatments are not appropriate for the type and severity of a distress. Feasible: These treatments are acceptable but not the best choice, either because they don’t fully address the problem or because they go beyond what is needed to address the problem. Severity of Transverse Cracking Preservation Treatments LOW (Very Mild) MEDIUM (Noticeable, but Not Extensive) HIGH (Extensive in Most Locations) Crack Sealing RECOMMENDED RECOMMENDED RECOMMENDED Hot Pour Mastic/Patch FEASIBLE RECOMMENDED RECOMMENDED Spray Applied Preservation FEASIBLE FEASIBLE NOT RECOMMENDED Seal Coat FEASIBLE FEASIBLE NOT RECOMMENDED Fog Seal/ Rejuvenator FEASIBLE FEASIBLE NOT RECOMMENDED Sand Seal RECOMMENDED RECOMMENDED FEASIBLE Scrub Seal RECOMMENDED RECOMMENDED FEASIBLE Spot Repair NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Slurry Seal RECOMMENDED FEASIBLE FEASIBLE Chip Seal RECOMMENDED FEASIBLE FEASIBLE Micro-Surfacing RECOMMENDED FEASIBLE FEASIBLE Cape Seal RECOMMENDED FEASIBLE FEASIBLE MAINTENANCE AND REHAB OPTIONS Cold In-Place Recycling (CIR) FEASIBLE RECOMMENDED FEASIBLE Hot In-Place Recycling (HIR) FEASIBLE RECOMMENDED FEASIBLE Hot Mix Asphalt (HMA) Overlay (Less than 2”) FEASIBLE FEASIBLE RECOMMENDED Bonded Wearing Course (BWC) (Less than 1”) FEASIBLE FEASIBLE FEASIBLE Ultra-Thin HMA (0.5” - 1.0”) FEASIBLE NOT RECOMMENDED NOT RECOMMENDED
14 LONGITUDINAL CRACKING Longitudinal cracking in asphalt is a type of pavement distress that occurs when cracks run parallel to the centerline of the pavement. Longitudinal cracking can allow moisture to infiltrate the pavement, making it rougher. Longitudinal cracking is caused by issues related to linear features. It may be related to: • Inadequate compaction between adjacent passes of asphalt construction. • Inability of the pavement section to support loads in the wheel path. • Frost heave in the wheel path resulting from heavy traffic and moist fine‑grained soils within the frost zone. • Inadequate compaction and subsequent settling of utility trenches. • Reflection from underlying layers. • Thermal shrinkage. • Loss of volatile compounds in the binder over time. • Poor joint construction. To prevent longitudinal cracking, you can: • Using true warm mix where the temperature is reduced during application instead of hot mix asphalt. • Maintain a surface treatment on the asphalt to preserve its flexibility. Tips on responding to longitudinal cracking: • Fill cracks soon after they appear to prevent the intrusion of water under the asphalt. • If the cause of longitudinal cracking is related to conditions below the asphalt layer, correction of these conditions will be required for a permanent solution to the problem.
15 Recommended: These treatments are appropriate for the type and severity of a distress. However, it is important to confer with a professional about your existing conditions. (See list of contractors in the back of this booklet.) Not Recommended: These treatments are not appropriate for the type and severity of a distress. Feasible: These treatments are acceptable but not the best choice, either because they don’t fully address the problem or because they go beyond what is needed to address the problem. *Depending on the cause of the distress. Severity of Longitudinal Cracking Preservation Treatments LOW (Very Mild) MEDIUM (Noticeable, but Not Extensive) HIGH (Extensive in Most Locations) Crack Sealing RECOMMENDED RECOMMENDED RECOMMENDED Hot Pour Mastic/Patch FEASIBLE RECOMMENDED RECOMMENDED Spray Applied Preservation NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Seal Coat NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Fog Seal/ Rejuvenator NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Sand Seal FEASIBLE FEASIBLE/ RECOMMENDED* NOT RECOMMENDED Scrub Seal FEASIBLE FEASIBLE NOT RECOMMENDED Spot Repair FEASIBLE FEASIBLE/ RECOMMENDED* FEASIBLE/ RECOMMENDED* Slurry Seal FEASIBLE FEASIBLE NOT RECOMMENDED Chip Seal RECOMMENDED FEASIBLE NOT RECOMMENDED Micro-Surfacing FEASIBLE FEASIBLE NOT RECOMMENDED Cape Seal FEASIBLE FEASIBLE NOT RECOMMENDED MAINTENANCE AND REHAB OPTIONS Cold In-Place Recycling (CIR) FEASIBLE FEASIBLE FEASIBLE Hot In-Place Recycling (HIR) FEASIBLE FEASIBLE FEASIBLE Hot Mix Asphalt (HMA) Overlay (Less than 2”) FEASIBLE FEASIBLE FEASIBLE Bonded Wearing Course (BWC) (Less than 1”) FEASIBLE FEASIBLE FEASIBLE Ultra-Thin HMA (0.5” - 1.0”) FEASIBLE NOT RECOMMENDED NOT RECOMMENDED
16 REFLECTIVE CRACKING Reflective cracking is a type of asphalt pavement failure that occurs when cracks appear in a flexible overlay over an existing crack or joint in the underlying surface. Reflective cracking occurs when a new layer of asphalt is placed over an old layer of asphalt, there is movement (such as thermal expansion/contraction) of the asphalt, and cracks develop at weak points in the pavement section, which is where there are already cracks in the old layer of asphalt. • The same effect can occur when asphalt is placed over joints or edges of concrete. • The effect is exacerbated as asphalt hardens over time. To prevent reflective cracking, you can: • Use thicker overlays to help dissipate stresses and reduce the severity of cracks. • Rubblize or heavily fracture concrete pavement before overlaying it with asphalt pavement. • Use geogrids, geocomposites and geogrid composites between the old asphalt and the overlay to delay the onset of reflective cracking and reduce the magnitude and severity of cracks. • In warm climates, incorporating fabric under a chip seal can improve the life of a chip seal by 50-70%. Tips on responding to reflective cracking: • Fill cracks soon after they appear. • New asphalt can be saw-cut to form a clean opening and filled with mastic to control the location of cracking.
17 Recommended: These treatments are appropriate for the type and severity of a distress. However, it is important to confer with a professional about your existing conditions. (See list of contractors in the back of this booklet.) Not Recommended: These treatments are not appropriate for the type and severity of a distress. Feasible: These treatments are acceptable but not the best choice, either because they don’t fully address the problem or because they go beyond what is needed to address the problem. Severity of Reflective Cracking Preservation Treatments LOW (Very Mild) MEDIUM (Noticeable, but Not Extensive) HIGH (Extensive in Most Locations) Crack Sealing RECOMMENDED RECOMMENDED RECOMMENDED Hot Pour Mastic/Patch FEASIBLE RECOMMENDED RECOMMENDED Spray Applied Preservation NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Seal Coat NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Fog Seal/ Rejuvenator NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Sand Seal RECOMMENDED FEASIBLE NOT RECOMMENDED Scrub Seal RECOMMENDED FEASIBLE NOT RECOMMENDED Spot Repair FEASIBLE FEASIBLE NOT RECOMMENDED Slurry Seal FEASIBLE FEASIBLE NOT RECOMMENDED Chip Seal RECOMMENDED FEASIBLE NOT RECOMMENDED Micro-Surfacing FEASIBLE FEASIBLE NOT RECOMMENDED Cape Seal RECOMMENDED FEASIBLE NOT RECOMMENDED MAINTENANCE AND REHAB OPTIONS Cold In-Place Recycling (CIR) RECOMMENDED RECOMMENDED FEASIBLE Hot In-Place Recycling (HIR) RECOMMENDED RECOMMENDED FEASIBLE Hot Mix Asphalt (HMA) Overlay (Less than 2”) FEASIBLE FEASIBLE FEASIBLE Bonded Wearing Course (BWC) (Less than 1”) FEASIBLE FEASIBLE FEASIBLE Ultra-Thin HMA (0.5” - 1.0”) FEASIBLE NOT RECOMMENDED NOT RECOMMENDED
18 RUTTING AND SHOVING Rutting and shoving are permanent vertical or longitudinal displacements of the asphalt. Rutting is the permanent depression of asphalt in the wheel path. It results from heavy traffic loading and insufficient strength of the pavement section, resulting in deformation of the asphalt surface or underlying layers. Weak asphalt mixtures, insufficient pavement section thickness, or inadequate compaction can lead to rutting. Rutting can also occur when there is too much asphalt binder in the HMA mix, signifying a problem with the mix design. Shoving is the formation of ripples or small mounds in the asphalt surface. Shoving is also known as washboarding. Shoving can be caused by excess asphalt, too much fine aggregate, rounded aggregate, too soft an asphalt or a weak granular base. Shoving is most likely to occur where heavy vehicles frequently decelerate rapidly. To prevent rutting and shoving, you can: • Follow design and construction best practices. • Include polymeric additives in the binder. • Use a stiffer binder to increase resilience of the asphalt layer. Tips on responding to rutting and shoving: • If rutting is caused by failure below the asphalt layer, surface repairs won’t address the underlying cause and will not be a permanent solution to the problem. • When replacing asphalt experiencing shoving with a mix having a stiffer binder, be aware that mixes with stiffer binders are more susceptible to cracking.
19 Recommended: These treatments are appropriate for the type and severity of a distress. However, it is important to confer with a professional about your existing conditions. (See list of contractors in the back of this booklet.) Not Recommended: These treatments are not appropriate for the type and severity of a distress. Feasible: These treatments are acceptable but not the best choice, either because they don’t fully address the problem or because they go beyond what is needed to address the problem. Severity of Rutting and Shoving Preservation Treatments LOW (Very Mild) MEDIUM (Noticeable, but Not Extensive) HIGH (Extensive in Most Locations) Crack Sealing NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Hot Pour Mastic/Patch RECOMMENDED RECOMMENDED FEASIBLE Spray Applied Preservation NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Seal Coat NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Fog Seal/ Rejuvenator RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Sand Seal NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Scrub Seal NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Spot Repair RECOMMENDED RECOMMENDED RECOMMENDED Slurry Seal NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Chip Seal NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Micro-Surfacing RECOMMENDED RECOMMENDED FEASIBLE Cape Seal NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED MAINTENANCE AND REHAB OPTIONS Cold In-Place Recycling (CIR) FEASIBLE FEASIBLE NOT RECOMMENDED Hot In-Place Recycling (HIR) FEASIBLE FEASIBLE NOT RECOMMENDED Hot Mix Asphalt (HMA) Overlay (Less than 2”) FEASIBLE NOT RECOMMENDED NOT RECOMMENDED Bonded Wearing Course (BWC) (Less than 1”) FEASIBLE NOT RECOMMENDED NOT RECOMMENDED Ultra-Thin HMA (0.5” - 1.0”) NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED
20 Raveling can be caused by problems related to the mix design, construction, or environmental effects, including: • Insufficient binder in the asphalt mix. • Asphalt being mixed with dirty aggregate, to which the binder in the mix cannot properly adhere. • Segregation of the aggregate in the mix prior to being laid. • Inadequate compaction of the asphalt layer. • Breakdown of the binder over time or due to exposure to solvents (such as gasoline or engine oil) and erosion of fine aggregate. To prevent raveling, you can: • Follow design and construction best practices. • Prevent exposure to solvents that would break down the binder in asphalt pavement. Tips on responding to raveling: • Before putting a treatment over raveled asphalt, clean all loose pieces of asphalt and aggregate from the old asphalt. ASPHALT RAVELING Asphalt raveling is the process by which the top layer of asphalt breaks down, exposing the aggregate materials underneath, such as gravel, sand and crushed stone, and making a road surface rough and pitted. It can also compromise the foundation of the asphalt, making the surface more vulnerable to further deterioration. Raveling is one of the most common issues with driveways and parking lots, but it’s also one of the most easily repairable.
21 Recommended: These treatments are appropriate for the type and severity of a distress. However, it is important to confer with a professional about your existing conditions. (See list of contractors in the back of this booklet.) Not Recommended: These treatments are not appropriate for the type and severity of a distress. Feasible: These treatments are acceptable but not the best choice, either because they don’t fully address the problem or because they go beyond what is needed to address the problem. Severity of Asphalt Raveling Preservation Treatments LOW (Very Mild) MEDIUM (Noticeable, but Not Extensive) HIGH (Extensive in Most Locations) Crack Sealing NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Hot Pour Mastic/Patch RECOMMENDED RECOMMENDED FEASIBLE Spray Applied Preservation RECOMMENDED RECOMMENDED FEASIBLE Seal Coat RECOMMENDED RECOMMENDED FEASIBLE Fog Seal/ Rejuvenator RECOMMENDED FEASIBLE NOT RECOMMENDED Sand Seal FEASIBLE NOT RECOMMENDED NOT RECOMMENDED Scrub Seal FEASIBLE FEASIBLE NOT RECOMMENDED Spot Repair RECOMMENDED RECOMMENDED RECOMMENDED Slurry Seal RECOMMENDED RECOMMENDED FEASIBLE Chip Seal RECOMMENDED FEASIBLE FEASIBLE Micro-Surfacing RECOMMENDED FEASIBLE FEASIBLE Cape Seal RECOMMENDED FEASIBLE NOT RECOMMENDED MAINTENANCE AND REHAB OPTIONS Cold In-Place Recycling (CIR) FEASIBLE RECOMMENDED RECOMMENDED Hot In-Place Recycling (HIR) FEASIBLE RECOMMENDED RECOMMENDED Hot Mix Asphalt (HMA) Overlay (Less than 2”) FEASIBLE FEASIBLE FEASIBLE Bonded Wearing Course (BWC) (Less than 1”) FEASIBLE FEASIBLE FEASIBLE Ultra-Thin HMA (0.5” - 1.0”) FEASIBLE FEASIBLE FEASIBLE
22 OXIDATION Oxidation is the natural process of organic compounds in asphalt binder breaking down in the presence of oxygen. It is characterized by loss of the black color of asphalt. Oxidation is a natural process that starts to occur the moment asphalt is mixed. Asphalt binders are made of organic molecules that react with oxygen in the air. This reaction is similar to how an apple or banana browns when exposed to air. As oxidation progresses, asphalt becomes more susceptible to cracking. These factors affect the rate of oxidation: • The rate of oxidation doubles for every 10°C increase in temperature. • The more oxygen that’s available to react with the asphalt binder, and the longer it is available, the faster the binder will oxidize. • Sunlight accelerates the oxidation of asphalt binders. Oxidation can be slowed down by: • Using true warm mix where the temperature is reduced during application instead of hot mix asphalt. • Applying a surface treatment layer over the asphalt surface to protect it from sunlight and isolate it from oxygen. This is more effective when done early in the lift of the asphalt. Tips on responding to oxidation: • Most surface treatments won’t restore the flexibility of oxidized asphalt pavement, but they will inhibit further oxidation. • A rejuvenator should only be used on HMA that has at least 5% air voids. If voids are less than 5%, the rejuvenator may fill the voids, resulting in an unstable mix. • Rejuvenator will penetrate deeper in the asphalt if best applied in warm weather (over 70°F).
23 Recommended: These treatments are appropriate for the type and severity of a distress. However, it is important to confer with a professional about your existing conditions. (See list of contractors in the back of this booklet.) Not Recommended: These treatments are not appropriate for the type and severity of a distress. Feasible: These treatments are acceptable but not the best choice, either because they don’t fully address the problem or because they go beyond what is needed to address the problem. Severity of Oxidation Preservation Treatments LOW (Very Mild) MEDIUM (Noticeable, but Not Extensive) HIGH (Extensive in Most Locations) Crack Sealing NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Hot Pour Mastic/Patch NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Spray Applied Preservation RECOMMENDED RECOMMENDED RECOMMENDED Seal Coat RECOMMENDED RECOMMENDED RECOMMENDED Fog Seal/ Rejuvenator RECOMMENDED RECOMMENDED RECOMMENDED Sand Seal RECOMMENDED RECOMMENDED FEASIBLE Scrub Seal RECOMMENDED RECOMMENDED FEASIBLE Spot Repair FEASIBLE FEASIBLE FEASIBLE Slurry Seal RECOMMENDED RECOMMENDED RECOMMENDED Chip Seal RECOMMENDED RECOMMENDED RECOMMENDED Micro-Surfacing RECOMMENDED RECOMMENDED RECOMMENDED Cape Seal RECOMMENDED RECOMMENDED RECOMMENDED MAINTENANCE AND REHAB OPTIONS Cold In-Place Recycling (CIR) FEASIBLE FEASIBLE FEASIBLE Hot In-Place Recycling (HIR) FEASIBLE FEASIBLE FEASIBLE Hot Mix Asphalt (HMA) Overlay (Less than 2”) FEASIBLE FEASIBLE FEASIBLE Bonded Wearing Course (BWC) (Less than 1”) RECOMMENDED RECOMMENDED RECOMMENDED Ultra-Thin HMA (0.5” - 1.0”) RECOMMENDED RECOMMENDED FEASIBLE
24 Frictional resistance is a measure of gravity’s ability to apply frictional force between asphalt surfaces and vehicle tires. This force is necessary for vehicles to accelerate and decelerate. These factors reduce frictional resistance: • The pavement’s macrotexture — this is roughness related to variations in the height of individual pieces of aggregate and the binder between them. • The pavement’s microtexture — this is the roughness of the surface of the binder and individual pieces of aggregate that tires contact. • Greater macrotexture and microtexture both correlate with greater frictional resistance. • Microtexture is reduced from the wear of repeated vehicle contact with the pavement. • Vehicle wear can also reduce the macrotexture if no additional aggregate is placed on the road surface for an extended period of time. • Bleeding (excessive binder at the surface of the pavement) reduces the frictional resistance. There are other factors that will influence the frictional force between the road and tires, such as the quality of tires and the presence of water or ice. While very important, they are not measures of the inherent friction resistance of the asphalt pavement. Undesirably low frictional resistance can be prevented by: • Using design and construction best management practices. • Applying a treatment with a texture that will restore good frictional resistance. Tips on responding to reduced frictional resistance: • Refer to the page on bleeding (page 28) if there is excessive binder at the surface of the pavement. REDUCED FRICTIONAL RESISTANCE Frictional resistance in asphalt, also known as skid resistance, is related to the interaction between a vehicle’s tires and the asphalt pavement. The pavement’s surface should be safe and comfortable for users, especially at higher speeds.
25 Recommended: These treatments are appropriate for the type and severity of a distress. However, it is important to confer with a professional about your existing conditions. (See list of contractors in the back of this booklet.) Not Recommended: These treatments are not appropriate for the type and severity of a distress. Feasible: These treatments are acceptable but not the best choice, either because they don’t fully address the problem or because they go beyond what is needed to address the problem. *Depending on the texture of the treatment. Severity of Frictional Resistance Preservation Treatments LOW (Very Mild) MEDIUM (Noticeable, but Not Extensive) HIGH (Extensive in Most Locations) Crack Sealing NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Hot Pour Mastic/Patch FEASIBLE FEASIBLE NOT RECOMMENDED Spray Applied Preservation RECOMMENDED FEASIBLE/ RECOMMENDED* FEASIBLE/ RECOMMENDED* Seal Coat RECOMMENDED FEASIBLE/ RECOMMENDED* FEASIBLE/ RECOMMENDED* Fog Seal/ Rejuvenator NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Sand Seal FEASIBLE RECOMMENDED RECOMMENDED Scrub Seal RECOMMENDED RECOMMENDED RECOMMENDED Spot Repair FEASIBLE FEASIBLE FEASIBLE Slurry Seal RECOMMENDED RECOMMENDED RECOMMENDED Chip Seal RECOMMENDED RECOMMENDED RECOMMENDED Micro-Surfacing RECOMMENDED RECOMMENDED RECOMMENDED Cape Seal RECOMMENDED RECOMMENDED RECOMMENDED MAINTENANCE AND REHAB OPTIONS Cold In-Place Recycling (CIR) FEASIBLE FEASIBLE FEASIBLE Hot In-Place Recycling (HIR) FEASIBLE FEASIBLE FEASIBLE Hot Mix Asphalt (HMA) Overlay (Less than 2”) FEASIBLE FEASIBLE FEASIBLE Bonded Wearing Course (BWC) (Less than 1”) RECOMMENDED RECOMMENDED RECOMMENDED Ultra-Thin HMA (0.5” - 1.0”) RECOMMENDED RECOMMENDED RECOMMENDED
26 Permeable or open grid paving consists of standard concrete blocks, which have a large percentage of the surface area that is open or penetrable. The open area allows for water to penetrate the paving as opposed to normal paving (clay, concrete asphalt), which assists water running off the paving into stormwater systems. UNSEALED/OPEN PAVEMENT Unsealed roads are those that have not been sealed with a surface treatment, like rolled asphalt or chip seal, even though they have been constructed. These usually consist of gravel roads with loose aggregates that have not been sealed in with surface treatment. In terms of appearance, a sealed parking lot will look brand new since the coating provides a dark black finish to refresh the pavement.
27 Recommended: These treatments are appropriate for the type and severity of a distress. However, it is important to confer with a professional about your existing conditions. (See list of contractors in the back of this booklet.) Not Recommended: These treatments are not appropriate for the type and severity of a distress. Feasible: These treatments are acceptable but not the best choice, either because they don’t fully address the problem or because they go beyond what is needed to address the problem. Severity of Unsealed/Open Pavement Preservation Treatments LOW (Very Mild) MEDIUM (Noticeable, but Not Extensive) HIGH (Extensive in Most Locations) Crack Sealing NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Hot Pour Mastic/Patch NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Spray Applied Preservation RECOMMENDED RECOMMENDED RECOMMENDED Seal Coat RECOMMENDED RECOMMENDED RECOMMENDED Fog Seal/ Rejuvenator RECOMMENDED RECOMMENDED RECOMMENDED Sand Seal RECOMMENDED RECOMMENDED RECOMMENDED Scrub Seal RECOMMENDED RECOMMENDED RECOMMENDED Spot Repair FEASIBLE FEASIBLE FEASIBLE Slurry Seal RECOMMENDED RECOMMENDED RECOMMENDED Chip Seal RECOMMENDED RECOMMENDED RECOMMENDED Micro-Surfacing RECOMMENDED RECOMMENDED RECOMMENDED Cape Seal RECOMMENDED RECOMMENDED RECOMMENDED MAINTENANCE AND REHAB OPTIONS Cold In-Place Recycling (CIR) NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Hot In-Place Recycling (HIR) NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Hot Mix Asphalt (HMA) Overlay (Less than 2”) NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Bonded Wearing Course (BWC) (Less than 1”) RECOMMENDED RECOMMENDED RECOMMENDED Ultra-Thin HMA (0.5” - 1.0”) RECOMMENDED RECOMMENDED RECOMMENDED
28 Bleeding can be caused by a number of factors, including: • Too much asphalt binder in the mix, or the wrong type of asphalt. • Poor construction practices, such as an improperly constructed seal coat or a prime coat that’s too heavy. • Hot weather or traffic compaction can cause the asphalt binder to fill voids in the pavement and expand onto the surface. Bleeding can be prevented by: • Ensuring the asphalt is not too porous. • Using a well-drained aggregate. • Incorporating adequate drainage into the pavement design. • Using polymer-modified or other binders to improve surface treatment performance. • Addressing best-practice factors like traffic loads and environmental conditions. Tips to respond to bleeding: • Minor bleeding may be correctable by using coarse sand to absorb excess binder. • Major bleeding may require removing excess binder by milling and replacing the surface of the asphalt pavement. BLEEDING Bleeding, also known as flushing, is a condition that occurs when asphalt in a pavement rises to the surface and forms a shiny, black film, which can create a smooth, slippery surface that can lead to hydroplaning.
29 Recommended: These treatments are appropriate for the type and severity of a distress. However, it is important to confer with a professional about your existing conditions. (See list of contractors in the back of this booklet.) Not Recommended: These treatments are not appropriate for the type and severity of a distress. Feasible: These treatments are acceptable but not the best choice, either because they don’t fully address the problem or because they go beyond what is needed to address the problem. Severity of Bleeding Preservation Treatments LOW (Very Mild) MEDIUM (Noticeable, but Not Extensive) HIGH (Extensive in Most Locations) Crack Sealing NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Hot Pour Mastic/Patch NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Spray Applied Preservation FEASIBLE NOT RECOMMENDED NOT RECOMMENDED Seal Coat FEASIBLE NOT RECOMMENDED NOT RECOMMENDED Fog Seal/ Rejuvenator NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Sand Seal FEASIBLE NOT RECOMMENDED NOT RECOMMENDED Scrub Seal FEASIBLE NOT RECOMMENDED NOT RECOMMENDED Spot Repair FEASIBLE FEASIBLE FEASIBLE Slurry Seal FEASIBLE FEASIBLE NOT RECOMMENDED Chip Seal FEASIBLE FEASIBLE NOT RECOMMENDED Micro-Surfacing FEASIBLE FEASIBLE NOT RECOMMENDED Cape Seal FEASIBLE FEASIBLE NOT RECOMMENDED MAINTENANCE AND REHAB OPTIONS Cold In-Place Recycling (CIR) FEASIBLE FEASIBLE FEASIBLE Hot In-Place Recycling (HIR) FEASIBLE FEASIBLE FEASIBLE Hot Mix Asphalt (HMA) Overlay (Less than 2”) FEASIBLE FEASIBLE RECOMMENDED Bonded Wearing Course (BWC) (Less than 1”) FEASIBLE FEASIBLE NOT RECOMMENDED Ultra-Thin HMA (0.5” - 1.0”) FEASIBLE NOT RECOMMENDED NOT RECOMMENDED
30 POTHOLES Potholes are pot-shaped holes in the asphalt pavement that form for various reasons. They will expand if not addressed. Potholes are usually caused by: • Water that seeps into the soil below the road surface and freezes when temperatures drop, causing the ground to expand and push the pavement up. When the temperatures rise, the ground returns to normal, but the pavement remains raised and creates a gap. • The weight of vehicles driving over the gap causes the pavement to crack and fall into the hollow space. The more traffic a roadway sees, the more impact the pavement is subject to. Potholes can be prevented by: • Sealing cracks as soon as you notice them to prevent water from seeping into the asphalt and causing potholes. For small cracks, you can use a liquid cold-pour crack filler or find an asphalt contractor to fix them with a hot‑pour rubberized crack filler. • Resealing your asphalt every three to five years to protect it from sun and heat damage, reducing the development of pot holes. • Overlays, which are a more intensive treatment that involves constructing a layer of compacted asphalt to seal the surface. • Reconstruction, which involves digging up and rebuilding the damaged roadbed.
31 Recommended: These treatments are appropriate for the type and severity of a distress. However, it is important to confer with a professional about your existing conditions. (See list of contractors in the back of this booklet.) Not Recommended: These treatments are not appropriate for the type and severity of a distress. Feasible: These treatments are acceptable but not the best choice, either because they don’t fully address the problem or because they go beyond what is needed to address the problem. Severity of Potholes Preservation Treatments LOW (Very Mild) MEDIUM (Noticeable, but Not Extensive) HIGH (Extensive in Most Locations) Crack Sealing NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Hot Pour Mastic/Patch RECOMMENDED RECOMMENDED RECOMMENDED Spray Applied Preservation NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Seal Coat NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Fog Seal/ Rejuvenator NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Sand Seal NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Scrub Seal NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Spot Repair RECOMMENDED RECOMMENDED RECOMMENDED Slurry Seal NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Chip Seal NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Micro-Surfacing NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Cape Seal NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED MAINTENANCE AND REHAB OPTIONS Cold In-Place Recycling (CIR) RECOMMENDED FEASIBLE FEASIBLE Hot In-Place Recycling (HIR) RECOMMENDED FEASIBLE FEASIBLE Hot Mix Asphalt (HMA) Overlay (Less than 2”) RECOMMENDED FEASIBLE NOT RECOMMENDED Bonded Wearing Course (BWC) (Less than 1”) FEASIBLE NOT RECOMMENDED NOT RECOMMENDED Ultra-Thin HMA (0.5” - 1.0”) NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED
32 ROUGHNESS OF RIDE The International Roughness Index (IRI) is a measure of how rough or smooth a road is, and how it affects the ride quality of a vehicle. The IRI is a mathematical calculation that simulates a vehicle’s response to the unevenness of a road’s surface. The lower the IRI, the smoother the road. The IRI is calculated using a profiler, a device that measures the distance between a vehicle and the road surface. The IRI is reported in units of inches per mile (in/mi), meters per kilometer (m/km) or millimeters per meter (mm/m). Roughness affects vehicle delay costs, fuel consumption and maintenance costs. Studies have shown that smoother roads can lead to better fuel economy. A rough ride on asphalt can be caused by a number of factors, including: • Deeper problems in the pavement, such as rutting, upheavals or depressions. • Traffic loading can cause pavement to deteriorate. • Weather conditions like rain, snow, frost and storms can contribute to pavement roughness. • The type of aggregate used in the asphalt mix can affect the surface texture. • Poor construction techniques can lead to pavement settling and depressions. • An unstable subgrade can cause pavement to settle and depressions to form. • Insufficient pavement thickness can lead to problems. • Improper curing and finishing of concrete can cause disintegration. The roughness of asphalt can be prevented by: • Considering pavement design. • Maintaining and rehabilitating pavement timely. • Paying attention to test sections.
33 Recommended: These treatments are appropriate for the type and severity of a distress. However, it is important to confer with a professional about your existing conditions. (See list of contractors in the back of this booklet.) Not Recommended: These treatments are not appropriate for the type and severity of a distress. Feasible: These treatments are acceptable but not the best choice, either because they don’t fully address the problem or because they go beyond what is needed to address the problem. Severity of Roughness of Ride Preservation Treatments LOW (Very Mild) MEDIUM (Noticeable, but Not Extensive) HIGH (Extensive in Most Locations) Crack Sealing NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Hot Pour Mastic/Patch RECOMMENDED RECOMMENDED RECOMMENDED Spray Applied Preservation NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Seal Coat NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Fog Seal/ Rejuvenator NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Sand Seal NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Scrub Seal NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Spot Repair RECOMMENDED RECOMMENDED RECOMMENDED Slurry Seal NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Chip Seal NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Micro-Surfacing FEASIBLE FEASIBLE NOT RECOMMENDED Cape Seal NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED MAINTENANCE AND REHAB OPTIONS Cold In-Place Recycling (CIR) FEASIBLE RECOMMENDED RECOMMENDED Hot In-Place Recycling (HIR) FEASIBLE RECOMMENDED RECOMMENDED Hot Mix Asphalt (HMA) Overlay (Less than 2”) RECOMMENDED RECOMMENDED RECOMMENDED Bonded Wearing Course (BWC) (Less than 1”) FEASIBLE FEASIBLE NOT RECOMMENDED Ultra-Thin HMA (0.5” - 1.0”) FEASIBLE NOT RECOMMENDED NOT RECOMMENDED
34 Asphalt can crack in a number of ways, including longitudinal cracks that run parallel to the laydown direction, transverse cracks that run perpendicular and block cracks that look like large rectangles. Cracks can be caused by a number of things, including poor joint structure, heavy traffic and temperature cycles. Asphalt can also experience distortion, disintegration, skidding hazards and surface treatment distresses. Some common causes of asphalt damage include: • Poor drainage. • Heavy vehicles driving too close to the edge of the road. • Climate influences. • Materials quality problems. • Construction deficiencies. • Utility cuts. PREVENTATIVE MEASURES • In instances where there is a 2” drop from the edge of the asphalt to the shoulder, it is considered an edge drop. It is important to expedite addressing this as it is a safety issue. • To protect and help support the edges of the new pavement, best practice is to install stone, gravel or topsoil around its perimeter. • Avoid leaks or spills of gasoline, fuel oil, lubricants and other petroleum‑based products on the pavement. SURFACE OR SHOULDER DAMAGE Asphalt roads can experience damage to both the surface and the shoulder wherein the vertical distance between the paved surface and the unpaved shoulder increases. This can happen when the pavement edges erode, and is often caused by inadequate construction. Drop‑offs can be dangerous for drivers, especially smaller vehicles.
35 Recommended: These treatments are appropriate for the type and severity of a distress. However, it is important to confer with a professional about your existing conditions. (See list of contractors in the back of this booklet.) Not Recommended: These treatments are not appropriate for the type and severity of a distress. Feasible: These treatments are acceptable but not the best choice, either because they don’t fully address the problem or because they go beyond what is needed to address the problem. Severity of Surface or Shoulder Damage Preservation Treatments LOW (Very Mild) MEDIUM (Noticeable, but Not Extensive) HIGH (Extensive in Most Locations) Crack Sealing FEASIBLE FEASIBLE NOT RECOMMENDED Hot Pour Mastic/Patch RECOMMENDED RECOMMENDED RECOMMENDED Spray Applied Preservation NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Seal Coat NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Fog Seal/ Rejuvenator NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Sand Seal NOT RECOMMENDED RECOMMENDED NOT RECOMMENDED Scrub Seal NOT RECOMMENDED RECOMMENDED NOT RECOMMENDED Spot Repair RECOMMENDED RECOMMENDED RECOMMENDED Slurry Seal NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Chip Seal NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Micro-Surfacing NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED Cape Seal NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED MAINTENANCE AND REHAB OPTIONS Cold In-Place Recycling (CIR) NOT RECOMMENDED FEASIBLE NOT RECOMMENDED Hot In-Place Recycling (HIR) NOT RECOMMENDED FEASIBLE NOT RECOMMENDED Hot Mix Asphalt (HMA) Overlay (Less than 2”) FEASIBLE NOT RECOMMENDED NOT RECOMMENDED Bonded Wearing Course (BWC) (Less than 1”) FEASIBLE NOT RECOMMENDED NOT RECOMMENDED Ultra-Thin HMA (0.5” - 1.0”) NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED
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