AttachmentNo.1_WaterfallCorridorSpecificationsPacket.pdf

800 - DEFINITIONS AND ABBREVIATIONS

800.1 Definitions

Wherever in these specifications, or in other contract documents, the following terms, or pronouns in place of them, are used, the intent and meaning shall be interpreted as follows:

1. Agreed or Approved - Official agreement or approval by use of a written document issued by the Government. Agreements also require signature of Service Provider's Representative and are dated.

2. Base course - The layer or layers of material placed on a subbase or a subgrade to support a surface course. (See Illustration of Road Maintenance Terms.)

3. Berm - A curb or dike that controls roadway runoff water or delineates traffic direction.

4. Broad based dip - A shallow ditch placed across the roadbed to remove water from the roadbed surface that can be driven across by high clearance vehicles; usually placed diagonal to the centerline.

5. Catch Basin. The area immediately adjacent to inlet invert of the culvert.

6. Channel. A natural waterway leading into or away from a culvert or bridge.

7. Cross ditch. A shallow ditch placed across the roadbed to remove water from the roadbed surface that can be driven across by full-size pickups or other high clearance vehicles; usually placed diagonal to the centerline.

8. Culvert. Any structure that provides a passageway, drain, or waterway under a road or embankment.

9. Lead-off ditch. A ditch used to remove water from roadside drainage ditches, the roadway, cattleguards, or drainage structures such as culverts and drainage dips.

10. Ditch. A relatively long narrow excavation placed to collect or disperse water.

11. Drainage dip. A drainage structure that was previously constructed within the roadbed surface to form a uniform depression that allows routine passage of vehicles while diverting water from the traveled way.

12. Drainage ditch. A ditch located parallel to and abutting the roadbed.

13. Drainage structure. A term identifying manufactured devices placed to control water movements.

14. Drawings. Illustrations showing details of required work.

15. Equipment. All machinery, operating supplies and tools necessary for the proper performance and acceptable completion of the work.

16. Excess Material. Material from the roadway in excess to that needed for maintenance of roadway.

17. Foreslope. The slope of the ditch section nearest to the traveled way.

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18. Grade. The vertical alignment of the top surface of the road.

19. Highway Vehicles. Vehicles such as, passenger cars and high clearance vehicles.

20. High Clearance Vehicles. Vehicles such as, pickups, 4x4s, and log trucks.

21. Hydrologic Function. Physical properties of the occurrence and movement of water on the earth’s surface and that part which crosses transportation systems.

22. Materials. Any substances specified for use in the performance of the work.

23. Measurement. The process of identifying the dimensions, quantity, or capacity of an item.

24. Nominal Dimensions or Weights. The numerical values shown on the drawings or in the specifications as measurements for the work.

25. Original Contract Quantities. Those estimated quantities shown in the Schedule of Items as awarded.

26. Patching. Minor repairs.

27. Paved Surface or Pavement. Denotes asphalt, concrete, or other stabilized materials excluding natural aggregates. Dust palliative treatments are not considered as pavement.

28. Right-of-Way. A general term denoting (1) the privilege to pass over land in some particular line (including easement, lease, permit, or license to occupy, use, or traverse public or private Lands), or (2) real property necessary for the project, including roadway, buffer areas, access, and drainage areas.

29. Roadbed. The portion of a road between the intersection of the subgrade and side slopes, excluding that portion of the ditch below the subgrade.

30. Road Listing. A preliminary listing of road locations and any established work priorities.

31. Schedule of Items. A schedule in the contract that contains a listing and description of maintenance items, quantities, units of measure, methods of measurement, unit price, and amount.

32. Shoulder. The portion of the roadway continuous to the traveled way for accommodation of stopped vehicles, emergency use, and lateral support of travel way structure.

33. Slough or Slide. Material deposited on the roadway that may need to be repositioned or removed.

34. Slump. A localized portion of the roadbed that has slipped, or otherwise become lower than the adjacent roadbed, and constitutes a hazard to traffic.

35. Standard Specifications. Specifications for all divisions of work.

36. Subgrade. Top surface of roadbed upon which the pavement structure, shoulders, and curbs are constructed.

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37. Traveled Way. The portion of the roadway designated for the movement of vehicles, exclusive of shoulders but including turnouts and curve widening.

38. Turnouts. A short auxiliary lane on a one-lane road provided for passage of meeting vehicles.

39. Unit of Measure. The unit and fractions of units shown in the Schedule of Items.

40. Unsuitable Material. Material removed during maintenance, which must be disposed of in designated locations. Includes material with substantial amounts of vegetation or other objectionable material.

41. Waterbar. A deeper type cross ditch, which is not intended for standard passenger vehicles.

42. Work Schedule. The Service Provider's current schedule for work progression.

800.2 Abbreviations

Whenever in these specifications, or in other contract documents, the following terms, or pronouns in place of them, are used, the intent and meaning shall be interpreted as follows: (Reference to a specific standard or specification shall mean the latest addition or amendment thereto in effect on date of Invitation for Bids.)

AASHTO – American Association of State Highway and Transportation Officials.

ASTM – American Society for Testing and Materials.

EPA – Environmental Protection Agency.

FAR – Federal Acquisition Regulation System.

FED SPEC – Federal Specifications.

FP-03 – Standard Specifications for Construction of Roads and Bridges on Federal Highway Projects.

FSSS- Forest Service Supplemental Specifications MSHA – Mine Safety Health Administration.

MUTCD – Manual of Uniform Traffic Control Devices.

NBS – National Bureau of Standards.

OSHA – Occupational Safety and Health Act.

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Illustration of R oad M aintenance Term s.

Right - of - Way Roadside Roadside

Clearing Width Roadway

Clearing Limit X Y

Ground Line

Traveled Way

CL Berm Surface Course

Base Course

Fill Slope

Back Slope

Drainage Ditch

Ground Line

Subgrade

Road Bed

Shapes and dimensions will vary to fit local conditions.

See drawings for typical sections.

X and Y denote clearing outside of roadway.

Note:

R ig ht of

W ay

L in e

R ig ht of

W ay

L in e

C le ar in g Li m it

S ho ul de r

S ho ul de r

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801 – Quantity Measurement Terms

1. U.S. Customary Units of measure are used in conjunction with these specifications.

2. The methods of measurement and computation will be those necessary to accurately determine the quantities of materials furnished and work performed.

3. All items, which are measured by the feet, will be measured parallel to its longitudinal centerline, unless otherwise shown on the drawings.

4. A station when used as a definition of term or measurement will be one hundred feet, or a precise location along a survey line.

5. Miles will, in the absence of known distances from existing plans or surveys, be determined by the Government using a calibrated survey odometer or equal substitute operated on the traveled way at or parallel to road centerline.

6. The term "ton" means 2000 pounds. Trucks used to haul material measured by truck weight shall be weighed empty at least once daily, and each truck shall bear a plainly legible identification mark. Weigh tickets furnished by the Contractor from certified scales will be used to determine weight measurements.

7. Materials measured by the cubic yard in the hauling vehicle shall be measured therein at the point of delivery. Vehicles may be of any size or type, provided that the box is of such shape that the actual volume may be readily and accurately determined.

8. Measurement by the acre will use the length and width treated.

Measurement of width will approximate significant slope breaks, but will not include minor deviations along the slopes. The measured slope distance for the length will multiply width treated and converted to a standard 10,000 square yard or acreage value of the surface area treated.

9. Measure square yard with horizontal longitudinal and traverse measurements.

10. The term "lump sum" when used in the Schedule of Items means the complete unit as required by or described in the contract.

11. Measurement will be made of each item or unit of work, as shown in the Schedule of Items, completed and accepted in accordance with the contract provisions, specifications, and drawings.

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801 – Quantity Measurement Terms

1. U.S. Customary Units of measure are used in conjunction with these specifications.

2. The methods of measurement and computation will be those necessary to accurately determine the quantities of materials furnished and work performed.

3. All items, which are measured by the feet, will be measured parallel to its longitudinal centerline, unless otherwise shown on the drawings.

4. A station when used as a definition of term or measurement will be one hundred feet, or a precise location along a survey line.

5. Miles will, in the absence of known distances from existing plans or surveys, be determined by the Government using a calibrated survey odometer or equal substitute operated on the traveled way at or parallel to road centerline.

6. The term "ton" means 2000 pounds. Trucks used to haul material measured by truck weight shall be weighed empty at least once daily, and each truck shall bear a plainly legible identification mark. Weigh tickets furnished by the Contractor from certified scales will be used to determine weight measurements.

7. Materials measured by the cubic yard in the hauling vehicle shall be measured therein at the point of delivery. Vehicles may be of any size or type, provided that the box is of such shape that the actual volume may be readily and accurately determined.

8. Measurement by the acre will use the length and width treated.

Measurement of width will approximate significant slope breaks, but will not include minor deviations along the slopes. The measured slope distance for the length will multiply width treated and converted to a standard 10,000 square yard or acreage value of the surface area treated.

9. Measure square yard with horizontal longitudinal and traverse measurements.

10. The term "lump sum" when used in the Schedule of Items means the complete unit as required by or described in the contract.

11. Measurement will be made of each item or unit of work, as shown in the Schedule of Items, completed and accepted in accordance with the contract provisions, specifications, and drawings.

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813 SPOT SURFACING

813.01 Service Required

Load, haul, and place surface material to repair or stabilize road surfaces.

813.02 Performance Standard

A. Spot surfacing is complete when the designated quantity of the ordered material has been placed.

B. All materials transported onto National Forest System land will be weed-free.

Written documentation of methods used to determine the weed-free status of any and all materials furnished by the contractor will be furnished to the Contracting Officer before transport of any materials onto National Forest System land.

813.03 Location of Work

As specified on roads listed on the ROAD LISTING, SHOWN ON THE PLANS, or as ordered by the Contracting Officer.

813.04 Measurement

Measurement under this Section will be made by the total number of units for each item listed in the SCHEDULE OF ITEMS completed and accepted.

A. The quantity will be the number of cubic yards measured in the vehicles, or square yards of aggregate placed.

B. Material measured by the ton shall be verified by certified weight tickets.

813.05 Payment

The accepted quantities will be paid at the contract price per unit of measurement for the Section 813 pay items listed in the schedule of items. Payment will be full compensation for the work prescribed in this Section.

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Pay Item Pay Unit

813(1) Spot Surfacing, Gradation _____ Cubic Yard 813(2) Spot Surfacing, Gradation _____ Square Yard 813(3) Spot Surfacing, Gradation _____ Ton

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813.04 Acceptable Quality Levels

Description Major Minor Allowable

Defects Required Action Defect Defect Major Minor Major Minor

Depth of Aggregate

Dimension of spot surfacing deviates by more than 1" from depth specified. Or less than 1" from dimension specified but is consistently high or low.

Dimension of spot surfacing deviates by 1" or less than from depth specified and not consistently high or low.

0 N/A

If depth is low, correct placement of aggregate to specified dimensions. If depth is high only pay for ordered amount

Accept aggregate as placed, pay only for delivered quantities.

Width of Aggregate

Dimension of spot surfacing is less than specified width or more than 1' wider than specified.

Dimension of spot surfacing is up to 1' wider than specified but not consistently wide.

0 N/A

If width is narrow, correct placement of aggregate to specified dimensions. If width is too wide reshape.

Accept aggregate as placed, pay only for delivered quantities.

Length

Dimension of spot surfacing is shorter than specified length or more than 100' longer than specified.

Dimension of spot surfacing is shorter than specified length or up to 100' longer than specified.

0 N/A

If length is shorter than specified, correct placement of aggregate to specified dimensions. If too long pay only for ordered amount.

Accept aggregate as placed, pay only for delivered quantities.

Compaction Visible displacement occurs under heady spreading equipment

N/A 0 N/A Rework N/A

Aggregate Quality

Does not meet specified gradation or durability requirements and is not suitable for intended use

Does not meet specified gradation or durability requirements and is suitable for intended use

0 N/A Reject and replace Accept but may reduce payment.

Material source does not meet weed free requirement N/A 0 N/A Reject source N/A

Finish Quality

Spot surfacing doesn’t conform to the adjacent road segments and traffic is impeded.

Spot surfacing generally conforms to the adjacent road segments, but traffic may be slowed.

0 0

Reshape or recompact surfacing as needed.

Reshape or recompact surfacing as needed.

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Attachment No. 1_Waterfall Corridor Maintenance 10 of 80

814 ASPHALT SURFACE MAINTENANCE

814.01 Service Required

Repair and cleaning of pavement surfaces.

814.02 Performance Standard

This work is complete when the pavement is clean and free of cracks, potholes, and surface irregularities.

Follow industry standards as outlined in the Asphalt Institute Manual Series Number 16.

814.03 Location of Work

As specified on roads listed on the ROAD LISTING, SHOWN ON THE PLANS, or as ordered by the Contracting Officer.

814.04 Measurement

Measurement under this Section will be made by the total number of units for each item listed in the SCHEDULE OF ITEMS completed and accepted.

A. Single Lane Roads: The work activity will be measured along the centerline of the roadway. Turnouts are incidental. Measurement will be to the nearest one-tenth (0.1) mile.

B. Double Lane Roads: The work activity will be measured along the centerline of the roadway. Measurement will be to the nearest one-tenth (0.1) mile.

C. Road Mile: Work activity will be measured along the centerline of the road regardless of the number of lanes.

D. Ton: Material measured by the ton shall be verified by certified weight tickets.

E. Linear Foot: Work activity by the linear foot will be measured using standard survey methods rounded to the nearest one (1) foot.

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814.05 Payment

A. The accepted quantities will be paid at the contract price per unit of measurement for the Section 814 pay items listed in the schedule of items. Payment will be full compensation for the work prescribed in this Section.

Pay Item Pay Unit

814(1) Pothole Patching Ton 814(2) Skin Patching Ton 814(3) Crack Sealing Linear Foot 814(4) Crack Sealing Mile 814(5) Paved Surface Cleaning (Single Lane) Mile 814(6) Paved Surface Cleaning (Double Lane) Mile 814(7) Paved Surface Cleaning Each

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814.05

Description Major Minor Allowable Defects Required Action Defect Defect Major Minor Major Minor

Pothole Patching

Finished elevation does not match adjoining segments by more than 1/4 inch

N/A 0 N/A Rework N/A

Patched material does not properly adhere to adjacent surfaces N/A 0 N/A Rework N/A

Area to be patched is not properly prepared N/A 0 N/A Rework N/A

Skin Patching

Finished skin patch does not make smooth transition with adjoining pavement.

N/A 0 N/A Rework N/A

Patched material does not properly adhere to adjacent surfaces N/A 0 N/A Rework N/A

Area to be patched is not properly prepared N/A 0 N/A Rework N/A

Crack Sealing

Crack Sealant does not completely fill the cracks greater than 1/4 inch

Crack Sealant does not completely fill the cracks 1/4 inch or less

0 Less than 10% Rework Rework

Crack sealant does not properly adhere to adjacent surfaces N/A 0 N/A Rework N/A

Area to be sealed is not properly prepared N/A 0 N/A Rework N/A

Surface Cleaning More than 5% of surface is not cleaned as specified

Less than 5% of surface is not cleaned as specified 0 Less than 5% Rework Accept

Asphalt Quality Product and gradation does not meet Specifications and is not suitable for job.

Product and gradation does not meet Specifications but is otherwise suitable for job.

0 Less than 10% Reject and replace

Rework

Work Area Management

Not following approved safety plan which may include signs, flaggers, and other temporary traffic control measures

Not following approved safety plan which may include signs, flaggers, and other temporary traffic control measures

0 0 Suspend work until in compliance

Suspend work until in compliance

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Attachment No. 1_Waterfall Corridor Maintenance 14 of 80

Pavement Mainte n a nc e

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Asphalt in Pavement Maintenance

Asphalt Institute Manual Series No. 16 (MS-16)

Third Edition

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The Asphalt Institute can accept no responsibility for the inappropriate use of this manual. Engineering judgment and experience must be used to properly utilize the principles and guidelines contained in this manual, taking into account available equipment, local materials and conditions.

All reasonable care has been taken in the preparation of this manual; however, the Asphalt Institute can accept no responsibility for the consequences of any inaccuracies which it may contain.

Photographs and drawings of equipment used in this publication are for illustration only and do not imply the preferential endorsement of any particular make or model by the Asphalt Institute.

Printed in the U.S.A.

► FOREWORD

Pavement maintenance is an essential activity for the long-tenn life of pavement structures. Properly timed and constructed pavement maintenance procedures can be used to extend the seivice life of all pavements.

This manual has been prepared for those directly concerned with pavement maintenance. It provides useful and practical information about methods, equipment and terminology that applies to the use of asphalt in the maintenance of all types of pavement structures, including highways and shoulders; streets and parkways; airfield runways, taxiways, and aprons; parking lot'i and access road,;;; and driveways and alleys.

The maintenance of drainage facilities is discussed only for issues related to the drainage of the pavement structure itself.

Not covered in this manual are pavement striping or painting;

curbs and gutters; maintenance of bridges; slope paving and erosion control; snow removal or snow fences; guide rails;

traffic signs; sweeping of debris; care of trees and other vegetation.

References are made to other publications of the Asphalt Institute. These are available from the Asphalt Institute headquarters at the address below.

Asphalt Institute Research Park Drive P.O. Box 14052 Lexington, Kentucky 40512-4052

USA

Phone: 606-288-4960 Fax: 606-288-4999

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Foreword ............................................................................................. .iii

Table of Contents

LL'>t of Tables

List of Figures ..

Maintenance Defined

Definitions

Important Maintenance Con<;iderations

Pavement Inspections

Drainage

Moisture and Granular Bases

Prompt and Proper Repairs

Street Maintenance

Maintenance Personnel ..

Maintenance Equipment

Weather

Safety

Asphalt Materials

Asphalt Cement .

Cutback Asphalt .

Asphalt Emulsion

Asphalt Materials in Pavement Maintenance

Prime Coats

Tack Coats

Crack Sealants

Seal Coats

Patching Mixtures

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.vii

.. .. vii

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... 9

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.14

..15

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Crack Sealing .

�rack Sealing Procedures

Sutface Treatments

Patching

Asphalt Pavement Distresses

Cracking

Distortion

Disintegration

Skid Hazard'>

Surface Treatment Distresses

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Joint and Crack Sealing Joint Sealing Procedures

Crack Sealing Procedures

Patching

Full Depth Patching

Partial Depth Patching

Undersealing

Asphalt Overlays

Rigid Pavement Distresses

Cracking

Deformation

Disintegration

► CONTENTS

Plant Mixed Asphalt Stockpile Maintenance Mixnires

Genernl Requirement-;

Materials

Construction

Important Notice to the Engineer

Mixed-In-Place Asphalt Stockpile Maintenance Mixtures

General Requirements

Materials Con<;truction Important Notice to the Engineer

Table 2.1 Guide for Uses of Asphalt ············ ···············14

Table 5.1 Aggregate Material Test Methods

Table 5.2 A<iphalt Materials

Table 5.3 Mineral Aggregate Gradations

Table 5.4 Aggregate Material Test Methods .. .

Table 5.5 A<iphalt Materials

Table 5.6 Mineral Aggregate Gradations

Table 5. 7 Typical Temperatures for Use of Asphalt-Celsius (°C)

... 65

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Table 5.8 Typical Temperatures for Use of Asphalt-Fahrenheit (°F)

Figure 2.1 Slurry Seal Machine

Figure 2.2 Surface Treatment Operation

Figure 3.1 Hot Airblasting

Figure 3.2 Backer Rod Installation

Figure 3.3 Sealant Kettle With Injection Wand

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. .. 21

CONTENTS ◄

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Figure 3.4 Squeegee

Figure 3.5 Full Depth Patching Procedures

Figure 3.6 Pavement Milling Machine

F1gure 3. 7 Reflective Cracking

Figure 3.8 Edge Cracking

Figure 3.9 Block Cracking

Figure 3.10 Alligator Cracking

Figure 3.11 Slippage Cracking

Figure 3.12 Paving Joint Cracking.

Figure 3.13 Rutting

Figure 3.14 Comigations

Figure 3.15 Depression .

Figure 3.16 Swell

Figure 3.17 Utility Cut

Figure 3.18 Raveling

Figure 3.19 Pothole

Figure 3.20 Bleeding

Figure 3.21 Polished Aggregate

Figure 3.22 loss of Cover Aggregate

Figure 3.23 Longitudinal Streaking

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. . .45

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Figure 4.1 Transverse Cracking ...... .. ·······················································.54

Figure 4.2 Comer Break

Figure 4.3 Shattered Slab

Figure 4.4 Punch-out

Figure 4.5 Settlement/Faulting.

Figure 4.6 Blow-up ..

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Figure 4.7 Lane-Shoulder Drop-Off

Figure 4.8 Pumping

Figure 4.9 "D" Cracking

Figure 4.10 Scaling

Figure 4.11 Comer Spalling

Figure 4.12 Polished Aggregate

Figure 4.13 Patching

► BACKGROUND

A well designed and constructed asphalt pavement will provide a smooth riding sutface, carry the expected loads, and require only routine maintenance for its design life. Pavements, if maintained in their as-constructed condition, would theoretically last forever. But in practice, maintenance helps the pavement perform satisfactorily during it.'> designed life.

All pavements require maintenance, due to the effects of traffic and the environment on the exposed pavement materials. Maintenance not only preseJVes the pavement surface, but prevents accelerated wear. It should not be regarded as a temporary action, but as an investment in the pavement structure and insurance against costly pavement renovation.

Pavement maintenance is a major activity of every highway, street and airfield department. Maintenance money is often limited and maintenance personnel are called upon to

"make one dollar do the work of two," not an easy task. Large differences in soil types, climate, terrain, traffic and other factors make for greatly varying problems, even within small areas.

Some regions are rugged and mountainous while others are fairly smooth and level. Some have heavy rainfall others are semi-arid. Some highways and streets must accommodate vehicles carrying coal, ore, logs, or other heavy loads, while others are subjected to only light-weight traffic. Despite these differences, there are proven maintenance methods that work equally well in all regions. Presenting some of these methods is the purpose of this manual.

This is a how-to-do-it manual, limited to specific information on the use of asphalt in pavement maintenance and repair. Pavement management, including the planning, programming, financing and administration of maintenance, is beyond its scope. However, some information on these important topics may be found in the Asphalt Institute publications Asphalt Overlays for Highway and Street

Rehabilitation (MS-17), A Pavement Rating System for Low

Volume Asphalt Roads (IS-169), and Alternatives in Pavement

Maintenance, Rehabilitation and Reconstruction (IS-178).

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Pavement maintenance is not easy to define. Maintenance departments generally agree what it is but there are some minor differences. Some call pavement improvement "maintenance". Others include only the work that keeps the pavement in its as-constructed condition.

best is:

Taking all of these into consideration, the definition that seems to fit

Pavement maintenance is routine work performed to keep a pavement, under normal condition-, of traffic and forces of nature, as nearly as possible in its as constructed condition.

Maintenance activities can typically be separated into two categories:

preventive maintenance, and corrective maintenance. Preventive maintenance would be those activities used to maintain the present condition and extend the service life of the pavement. Preventive maintenance may include seal coats, crack sealing, drainage maintenance, etc.

Corrective maintenance would be those activities used to remedy a pavement distress and maintain an acceptable pavement condition. Corrective maintenance may include patching and repairs, sudace treatments, sluny seals, and thin overlays of less than 25mm (I in.). (Some agencies may consider thin overlays rehabilitation.)

Alligator Cracks-Interconnected cracks fanning a series of small blocks resembling an alligator's skin or chicken wire.

Asphalt Concrete-High-quality, thoroughly-<:ontrolled hot mixture of asphalt cement and well-graded, high quality aggregate, thoroughly compacted into a uniform dense mass. [See Model Construction Specifications for

Asphalt Concrete and Other Plant-Mix Types (SS-1), Asphalt Institute.]

Asphalt Emulsion Slurry Seal-A mixture of slow-setting emulsified asphalt, water, aggregate and mineral filler, produced to a sluny consistency and placed on pavement surface. [See A BasicAsphalt Emulsion

Manual (MS-19), Asphalt Institute.]

► INTRODUCTION

Asphalt Fog Seal-A light application of slow-setting asphalt emulsion diluted with water. It is used to renew old asphalt surfaces and to seal small cracks and surface voids. [See A Basic Asphalt Emulsion Manual (MS-

19), Asphalt Institute.I

Asphalt Leveling Course-A layer of an asphalt aggregate mixture of variable thickness used to eliminate irregularities in the contour of an existing surface prior to placement of an overlay.

Asphalt OVerkry-One or more courses of asphalt-aggregate mixtures placed on an existing pavement. The overlay genernlly includes a leveling course and/or pavement milling to correct the contour of the old pavement, followed by uniform course(s) to provide needed thickness.

Asphalt Pavements-Pavements consisting of a surface course of mineral aggregate coated and cemented together with asphalt cement, placed on supporting courses such as asphalt bases; crushed stone, slag, or gravel; or on portland cement concrete, brick, or block pavement.

Asphalt Prime Coat-An application of low-viscosity cutback to an absorbent surface, or a mixed-in application of emulsified asphalt. It is used only on an untreated base prior to placement of the asphalt pavement. [See

Asphalt Su,jace Treatments-Construction Techniques (ES-I 1), Asphalt

Institute.]

Asphalt Seal Coat-A thin asphalt surface treatment used to waterproof and improve the texture of an asphalt wearing surface. Depending on the purpose, seal coats may or may not be covered with aggregate. The main types of seal coats are fog seals, aggregate seals, sluny seals, and sand seals. [See Asphalt Su,jace Treatments-Construction Techniques

(ES-12), and A Basic Asphalt Emulsion Manual (MS-19), Asphalt

Institute.]

Asphalt Su,jace Treatments-Applications of asphalt materials to any type of road or pavement surface, with or without a cover of mineral aggregate, that produce an increase in thickness of less than 25 mm

(one inch). [See Asphalt Suiface Treatments-Construction Techniques

(ES-12), and A BasicAsphaltEmulsionManual (MS-19), Asphalt

Institute.I

Asphalt Tack Coat-A very light application of asphalt applied to an existing asphalt or portland cement concrete surface, used to ensure a bond between the surface being paved and the overlying course. Asphalt emulsion diluted with water is the preferred asphalt material. [See A

BasicAsphalt Emulsion Manual (MS-19), Asphalt Institute.]

INTRODUCTION

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Bleeding or Flushing Asphalt-The upward movement of asphalt in an asphalt pavement resulting in the formation of a film of asphalt on the surface.

Blow-Up-The localized buckling or shattering of a rigid type pavement, occuning usually at transverse crack or joint.

Corrngattons (Washboardtng)-A form of plastic movement typified by ripples across the pavement surface.

Crack-Separation of the pavement due to natural causes, traffic action, or reflections from an underlying pavement.

Deflection-The downward vertical movement of a pavement surface due to the application of a load to the surface.

Depressions-Localized low areas of limited size that may or may not be accompanied by cracking.

Disintegration-The breaking up of a pavement surface from its original shape.

Fault-A difference in elevation of two slabs at a joint or crack

Full-Depth Asphalt Pavement-An asphalt pavement structure that uses asphalt mixtures for ali courses above the subgrade or improved subgrade. A

Full-Depth asphalt pavement is laid directly on the prepared subgrade.

[See Tbickness Design-Asphalt Pavements for Highways and Streets

(MS-I), Asphalt Institute.]

Hot Mix Asphalt-High-quality, thoroughly-controlled hot mixture of asphalt cement and well-graded, high quality aggregate, thoroughly compacted into a wliform dense mass. [See Model Construction Spedjicattons far

Asphalt Concrete and Other Plant-Mix Types (SS-1), Asphalt Institute.I

Hydroplaning-The dangerous action of a vehicle being driven on a pavement over which a film of rain or other water has formedi on reaching certain speed, the vehicle's tires tend to ride upon the water surface rather than the pavement, drastically reducing the driver's control of the vehicle.

MtcroSuifadng-Micro-Surfacing is a mixture of polymer modified asphalt emulsion, mineral aggregate, mineral filler, water and other additives, properly proportioned, mixed and spread on a paved surface.

Mi:x:ea-tn-P/ace (Road-Mix)-An asphalt course produced by mixing mineral aggregate and cutback or emulsified asphalt at the road site using travel plants, motor graders, or special road-mixing equipment.

Plant Mix-A mixture, produced in an asphalt mixing plant, consisting of mineral aggregate unifonnly coated with asphalt binder.

EbllshedAggregate-Aggregate particles in a pavement surface with edges that have been rounded and surfaces polished smooth by traffic.

► INTRODUCTION

Ebtbo/es-Bowl-shaped holes of varying sizes in the pavement, resulting from localized disintegration.

Pumping-Slab movement under passing loads resulting in the ejection of mixtures of water, sand, clay, and/or silt along transverse or longitudinal joints and cracks, and along pavement edges.

Raveling-The progressive separation of aggregate particles in a pavement from the surface downward or from the edges inward.

Recycling-The re-use, usually after some reprocessing, of a material that has already served its first intended purpose.

Reflection Cracks--<:racks in asphalt overlays that reflect the crack pattern in the pavement structure underneath.

Rutttng--<:hannelized depressions that may develop in the wheel tracks of an asphalt pavement.

Scaling-The peeling away or disintegrating of the surface of portiand cement concrete.

Shoving-A form of plastic movement resulting in localized bulging of the pavement.

Skid Hazard-Any condition that might contribute to making a pavement slippery.

Slippage Cracks-Cracks, sometimes crescent-shaped, that point in the direction of the thrust of the wheels on the pavement surface, caused by lack of bond between two pavement layers.

Spalling-The breaking or chipping of pavement at joints, cracks, or edges, usually resulting in fragments with feather edges.

Undersealing Asphalt-A high softening point asphalt used to ftll cavities beneath portland cement concrete slabs and occasionally to correct the vertical alignment by raising individual slabs.

Upheaval-The localized upward displacement of a pavement due to swelling of the subgrade or some portion of the pavement structure.

INTRODUCTION ◄

Attachment No. 1_Waterfall Corridor Maintenance 22 of 80

►► Pavement Inspections

Stresses that produce minor defects are constantly working in all pavements. These stresses may be caused by changes in temperature or moisture content, by traffic, or by small movement<; in the underlying or adjacent earth. Cracks, holes, depressions, and other types of distress are the visible evidence of pavement wear.

Early detection and repair of minor defects is, without doubt, the most important work done by the maintenance crew. Cracks and other surface breaks in their first stages are almost unnoticeable, and they may develop into serious defects if not repaired early. For this reason, qualified inspectors should make frequent, close inspections of the pavement. Indeed, this measure is necessary for effective use of maintenance money.

An inspection made from a moving vehicle, even one barely moving, is usually not close enough to detect areas where distress may begin. Cracks or other surface defects are often so small that only a person on foot can spot them. There are other small signs, such as mud or water on the pavement or shoulder, that may signal future trouble to an experienced observer. It is best to walk the pavement for close inspection or, at a minimum, inspect selected stretches of roadway.

Upon detection of the warning signs, make the required investigation to determine the cause of the distress and make the proper repair. If the pavement shows indications of structural problems, make deflection measurements to determine the extent of the affected area. [See the Asphalt

Instirute publication, Asphalt Overlays for Highway and Street Rehabilitation

(1115-17).I

►► Drainage

Good drainage is absolutely essential for satisfactory pavement performance and long term trouble free service. The accumulation of excess water in the base or subgrade under a pavement surface may cause surface damage such as alligator cracking and upheaval. Moisrure problems will not go away by ftlling cracks or placing skin patches. The source of the problem must be identified and eliminated.

One form of preventive maintenance is the seasonal inspection and cleaning of drainage systems. Properly working drains can eliminate some of

► INTRODUCTION

the major causes of pavement damage. Each inspection should include all surface drainage structures, ditches and channels. Immediately clean out any clogged part of the system.

Examine subsurface drains to make sure they are working properly.

The abnormal appearance of water on the pavement suiface may indicate improperly located, incorrectly designed, or clogged subsurface drdins. All drain outlets should be well marked on the ground and on maintenance maps, so they will not be overlooked on inspection trips.

Most subgrade soils consist of very fine materials (silt and clay) that weaken when wet. Therefore, when the subgrade is not properly shaped and sloped for drainage at the time of construction, water may collect on its surface and beneath the pavement layers, causing it to lose its stability and supportive strength. Under the action of traffic the wet soil may be churned into a mud slurry, and this will push up into the voids of aggregate base courses, destroying gmin-to-grain interlock.

Dminage that lowers the water table prevents the accumulation of water from below the pavement and eliminates any accumulation formed by vapor or capillary action. Drainage will also minimize subgrade water that is slow to evaporate and may remain even in dry weather. Drainage will aid in preventing pockets of porous material from becoming subterranean reservoirs.

Detailed infonnation about pavement drainage is contained in the Asphalt

Instirute publication, Drainage of Asphalt Pavement Structures 0115-15).

►► Moisture and Granular Bases

Many asphalt pavements consist of an asphalt surface over a granular base. The base materials range from gravel and pit-run products to crushed and processed rock. These bases serve well as long as they are properly drained. But if they become sarurated with water they lose strength rapidly under the weight and action of traffic.

Saturation of granular bases is the cause of many maintenance problems. Asphalt-surfaced pavements on granular bases may become soft and crack in the familiar alligator or chicken-wire pattern. These problems won't disappear by ftlling cracks or placing skin patches. The cause of the distress should be eliminated. Some high-volume pavements with gmnular bases are designed with drainage systems to prevent saturation by ground or surface water. But there are many thousands of miles of sand-clay-gravel roads, now surfaced with asphalt, that become sarurated and cause pavement distress. Usually these roads have a high percentage of plastic fine material in

INTRODUCTION ◄

Attachment No. 1_Waterfall Corridor Maintenance 23 of 80 them as binder, needed to hold the materials in place when the srnface was unpaved. As sand-clay-gravel roads, they become saturated when it rains and dry out rapidly because moisture was free to evaporate. With the addition of the impervious asphalt pavement, evaporation through the surface is blocked.

The water then migrates into the base materials from the shoulders and from the subgrade and the sand-clay-gravel loses strength as it becomes soaked.

Cracking, heaving, and other fonns of distress take place. Also, in its weakened condition the base, unable to support the traffic, deflects more than normal and cracking is intensified.

Therefore, when investigating surface failures that appear to be related to excessive deflection, the base should be checked for plastic fines or trapped water. The repair may require digging out the broken area to sound material, improving drainage, and patching with asphalt patching mixture.

►►Prompt and Proper Repairs

Make repairs as soon as possible after their need is discovered. The true cause(s) of the pavement distress must first be detennined. Repairs can then be made to correct the cause of the distress and prevent or retard its reoccurrence. This is particularly important when the defect makes driving hazardous.

Weather conditions often make temporary repairs necessary to prevent further damage until more permanent repairs can be made. Selecting the best time to make repairs involves the careful balancing of several things, and requires both experience and judgment. Be careful not to allow temporary repairs to become permanent repairs. The problem is time-make sure to take the time to do a pennanent repair. Time and money spent for such repairs are good investments because the same repairs are not made repeatedly.

►► Street Maintenance

Streets and urban roads can develop any of the distresses discussed in

Chapters 3 and 4. However, some of these distresses are a bigger problem in streets than in other classes of pavement. For example, shoving and conugating of asphalt pavement surfaces show up more often in urban areas.

This is due to limited speeds on steep grades, frequent traffic lights and stop signs that multiply the need for braking.

A problem almost exclusive to urban areas is utility cuts in the pavement. Although repairs are controlled by municipal specifications, backfilled trenches may settle and require corrective maintenance. Specifying

► INTRODUCTION

l high-quality materials and adequate compaction of all the materials will result in permanent utility cuts repairs. In growing urban areas, streets may become scarred from many cut.'i and patches for utility connections. Many cities have found that a thin hot-mix overlay, a surface treatment or stage construction are economical and effective treatments for these conditions.

Because traffic control is usually more of a problem in urban areas than in rural areas, street maintenance must be done quickly and efficiently for the least interference between traffic and maintenance personnel. Each city has its own special problems connected with traffic control and must solve them individually. The common goal is to minimum disruption of traffic flow while providing maximum safety for the public and maintenance crew.

►► Maintenance Personnel

Maintenance work requires proper supervision, skilled workers, and good workmanship. Unless all three are used, some repairs will petform poorly and need repeating. Since most pavement repairs involve asphalt, a thorough knowledge of this material is essential for maintenance personnel.

This is especially true for supervisors and inspectors. Successful pavement maintenance requires a knowledge of what asphalt materials are available and how to use them (See Chapter 2). The basic skills needed for pavement maintenance can be acquired through work experience, and a close study of

Asphalt Institute publications will provide an understanding of the principles of pavement design and how pavement materials behave. Publications recommended for maintenance personnel include:

Thickness Design-Asphalt Pavements for Highways and Streets (MS-I).

Asphalt Swface Treatments-Construction Techniques (ES-12).

Asphalt Cold Mix Manual (MS-14).

Drainage of Asphp_t Pavement Strucrures (MS-15).

A BasicAsphalt Emulsion Manual (MS-19).

Fa.ctorsAjfecting Compaction (ES-9).

Alternatives In Pavement Maintenance, Rehabilitation, and

Reconstruction (JS-178).

Asphalt Overlays for Highway and Street Rehabilitation (MS-17).

►►Maintenance Equipment

The tools and equipment provided for maintenance activities are as important as the personnel. Maintenance personnel cannot be expected to construct effective maintenance treatments without equipment designed to

INTRODUCTION ◄

Attachment No. 1_Waterfall Corridor Maintenance 24 of 80 perform the activities. There are many types and models of equipment, from hand tools to compaction equipment, that can be used to perform maintenance functions correctly. There are also many inappropriate devices substituted in an attempt to perform maintenance activities. Proper equipment handled by properly trained personnel will go a long way toward producing long lasting maintenance treatments.

►► Weather

Proper weather conditions are essential for the long term perfonnance of maintenance repairs. For example, crack filling is most successful during periods of cool, dry weather; patches adhere best when the pavement is warm and dry; and seal coats and other surface treatments require warm and dry weather for best results. A phone call to the weather bureau may help in scheduling maintenance work during uncertain weather.

While repairs can be made during cold or damp weather, much greater care is needed during such periods or repairs are less likely to be satisfactory.

It is best to make the repairs when the safety and comfort of the traveling public are concerned, even though they may be only temporary.

Patching and resurfacing work should be done during warm [!O'C

(50°F) and above] and dry weather. When hot or warm mixtures are placed on cold pavements, they may cool so fast that adequate compaction is difficult.

This cooling effect is increased when the mixture is placed in thin layers.

Moreover, asphalt and asphalt mixtures usually do not bond well to damp surfaces. [See the Asphalt lnstirute publication, Factors Affecting Compaction

(ES'-9).l

Mixtures containing emulsified or cutback asphalt are slow in curing when humidity is high. This is because the air already contains a large amount of water vapor and doesn't readily allow the water or solvent to evaporate.

Low temperatures also retard evaporation.

Seal coats and other surface treatments can be affected by moisture during the first few hours after their placement. Rain ancVor fast traffic during this critical period may often result in the loss of the cover aggregate.

►► Safety

An important contribution to high-quality maintenance is an active safety program. For maintenance people, safety measures reduce the fear of injury, and allow greater peace of mind in performing tasks. This results in quality work.

► INTRODUCTION

For the safety of the workers, motorists must be warned about what is going on ahead and what must be done when passing through the work area.

Signs and warning devices should be placed far enough ahead for the motorist to grdSp their meaning, but not be so far ahead that they lose their meaning. A sign indicating the end of the work area is also desirable. Use flagmen near the work when sight distance is restricted or dangerous driving conditions exist. An appropriate traffic control reference is the Manual on Un!ferm

Trajfic Control Devices for Highway and Streets, from the Fedeml Highway

Administration, U.S. Department of Tmnsportation.

The kind of safety equipment required for maintenance personnel depends on the type of work being done. As appropriate, members of the maintenance crew should be furnished with vests, hard hats, goggles, gloves with gauntlets, hearing protection and any other safety apparel that will reduce the possibility of accidents or injury.

INTRODUCTION ◄

Attachment No. 1_Waterfall Corridor Maintenance 25 of 80

Various asphalt materials and asphalt mixtures can be successfully used for pavement maintenance activities. This chapter describes these materials and their qualities. Main tenance practices involving these materials are described in

Chapter 3 and 4.

Asphalt is refined from crude oil and is a product of the petroleum industty. At ambient temperatures, it is solid or semi-solid. To be used in maintenance operations, it must be made liquid enough to coat the aggregate. This is accomplished in three different ways: by heating, as in a heating kettle or storage tank (asphalt cement); by dissolving in a petroleum solvent (cutback asphalt);

by combination with water (asphalt emulsion). Table 2.1 summarizes the various uses of asphalt materials. See

Introduction to Asphalt, (MS-5), Asphalt Institute, for more detailed information.

►►Asphalt Cement

Asphalt cement is the basic material of the asphalt family.

It is a semisolid material used in making hot mix asphalt, and for surface treatments, seal coats, and crack filling. Various grading systems are used to specify asphalt cement by its hardness, viscosity, and desired performance characteristics. Additives and/or modifiers can be combined with asphalt cement to change its properties.

►► Cutback Asphalt

Asphalts that are liquefied by blending with petroleum solvents are referred to as "cutbacks." When they are spread on the road or pavement, the solvent evaporates, leaving the asphalt cement behind. These asphalts are made according to curing time: rapid-curing (RC), containing a naphtha-like solvent, and medium-curing (MC), with a solvent similar to kerosene. A third type, slow-curing (SC), is usually not c-dlled a cutback because its solvent, somewhat like heavy fuel oil, is not added but left in during the refining process. The SC type also is sometimes referred to as "road oil."

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