NJDOT Pavement Preservation NJDOT Pavement Preservation Technical Appraisal Technical Appraisal By By Robert W. Sauber Robert W. Sauber Supervising Engineer Supervising Engineer For For Northeast Pavement Northeast Pavement Preservation Partnership Preservation Partnership January 12, 2006 January 12, 2006 Pavement Technology Unit
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NJDOT Pavement Preservation Technical Appraisal€¦ · · 2009-09-28NJDOT Pavement Preservation Technical Appraisal By Robert W. Sauber ... NJDOT Pavement Management System, ...
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�� Most Dense Highway & Rail System in USMost Dense Highway & Rail System in US
�� Highest median household and family Highest median household and family
income among the 50 statesincome among the 50 states
�� Home to 2Home to 2ndnd Largest US Port FacilityLargest US Port Facility
NJ FY06 ProgramNJ FY06 Program
Federal
$1.5 billion
NJ Trust Fund
$1.2 billion
Other
$120 millionTotal = $2.7 billion
NJ FY06 programNJ FY06 program
NJDOT
$1.6 billionNJ TRANSIT
$1.1 billion
Total = $2.7 billion
New Jersey Roadway System New Jersey Roadway System New Jersey Roadway System New Jersey Roadway System Breakdown By Centerline MilesBreakdown By Centerline MilesBreakdown By Centerline MilesBreakdown By Centerline Miles
Two-thirds of all traffic is carried on state-owned roads
Functional Adequacy of NJ State Highway System (Based on Roughness and Distress)
DeficientRough Only
20%
DeficientDistressed
Only19%
DeficientRough &
Distressed10%
Good11%
Fair11%
Mediocre29%
Pavement Structural Adequacy:
53% of the state highway system is deficient to carry design traffic loads
These roads exhibit good ride quality with little or no signs of deterioration.
3.5 - 5.00 - 94Good
3.1 – 3.495 –119Fair
These roads exhibit minimally acceptable ride quality that is noticeably inferior to those of new pavements and may be barely tolerable for high-speed traffic. These pavements may show some signs of deterioration such as rutting, map cracking and extensive patching. Most importantly, roads in this category are in jeopardy and should immediately be programmed for some cost-effective treatment that will improve them to a good condition and avoid costly rehabilitation in the near future.
2.6 - 3.0120 - 170Mediocre
These roads are overdue for treatment. Drivers on these roads are likely to notice that they are driving on a rough surface, which puts stress on their vehicles. These pavements may have deteriorated to such an extent that they affect the speed of free flow traffic. Flexible pavements may have large potholes and deep cracks. These roads often show significant signs of wear and deterioration, and may have significant distress in the underlying foundation. Roads in this condition will generally be most costly to rehabilitate.
0 - 2.5Above 170Deficient
(Poor)
Engineering Significance
SDI (Surface Distress Index)
IRI (International Roughness Index, in/mi)
Condition Status
Source: NJDOT Pavement Management System, 2004 Data
100%82994644Total State System
11%959484Total Good
11%876513Total Fair
29%24041419Total Mediocre
49%40602228Total Deficient
10%843490Deficient by Rough & Distress
19%1544795Deficient by Distress Alone
20%1673943Deficient by Roughness Alone
% of Total System
Lane Miles (Two Directions)
Road Miles (Two Directions)Condition
Functional Adequacy of NJ State Highway System(Based on Roughness and Distress)
Percent Of System With Deficient Ride Quality Using Various Funding Scenarios
Issues and BarriersIssues and BarriersIssues and Barriers1. Institutional Change within the Highway
Agency
2. Marketplace Pressures by Industry Groups to Disturb the Status Quo
3. Convincing the Public of the Benefits
1.1. Institutional Change within the Highway Institutional Change within the Highway AgencyAgency
2.2. Marketplace Pressures by Industry Marketplace Pressures by Industry Groups to Disturb the Status QuoGroups to Disturb the Status Quo
3.3. Convincing the Public of the BenefitsConvincing the Public of the Benefits
Pavement PreservationPavement Preservation�� Focus shift from pavement rehabilitation to Focus shift from pavement rehabilitation to pavement preservation pavement preservation
�� Perpetual Pavements (50+ year design)Perpetual Pavements (50+ year design)•• Confine distresses to upper pavement layersConfine distresses to upper pavement layers
•• Periodic removal and replacement of surface layerPeriodic removal and replacement of surface layer
�� Project SelectionProject Selection-- timing is criticaltiming is critical•• Best for pavements with slow rates of Best for pavements with slow rates of deteriorationdeterioration
�� More frequent, less expensive treatmentsMore frequent, less expensive treatments
�� Minimal increase to pavement structureMinimal increase to pavement structure