PAVEMENT
MANAGEMENT
Annual Report
2009
Legislative Session
Table of Contents
Summary and Contact Information 2
Paving Mileage Summary 3
2008 Accomplishments 4
2008 Preventive Maintenance 5
2008 State Funded Projects 6
Preventive Maintenance Highlight 7-8
Recycled-Asphalt-Pavement (RAP) Report 9
Performance Measures 10
Pavement Conditions Description and Photos 11-15
Network Pavement Structural Conditions 16
Project Prioritization 17
2009 Proposed Paving Program 18
2008 National Highway System Pavement Condition 19
2008 State Highway System Pavement Condition 20
2008 National Highway System Pavement History 21
2008 State Highway System Pavement History 22
SUMMARY
The Pavement Management Unit of VTrans’ Highway Safety and Design Section is responsible for
the condition of one of Vermont’s most valuable assets: 3200 two-lane miles of state highway. With
ever increasing traffic volumes and loadings, combined with our harsh winters, the challenge of
maintaining the condition of Vermont’s pavements is crucial to the movement of people and goods.
During the 2008 construction season, the paving program treated 346 miles of Interstate, US, State
and Class 1 Town Highways. This represents a 135-mile increase over the 2007 construction
season, 82 miles of which was achieved through supplemental state funding for the one-time
emergency maintenance project Operation Smooth Ride combined with bonding for several projects.
For the 2009 construction season, VTrans as part of its regular budget recommends treatment of 291
miles of highway, which is a 38 percent increase from two years ago. However, the Agency expects
to significantly increase this total through the use of federal stimulus funds. Just how many more
miles can be treated depends on how much money the federal government provides, but we trust the
package will be robust and allow VTrans to significantly beef up its investment in the short term.
There is also optimism for the long-term as a new, six-year federal reauthorization bill is due in
2009, which is expected to provide Vermont with substantial additional revenue well into the future.
Over the past several years, emphasis has been placed on all four classifications of pavement
condition: good, fair, poor and very poor. While very poor pavements continue to receive needed
attention and funding, emphasis has been added to preventive maintenance. On sections of highway
where costly investments were previously made, extending the pavement’s service life through
preventive maintenance will maintain the percentage of highways that are in good to fair condition.
These efforts represent a delicate balance that is critical to maintaining the overall network.
This past year also marked the beginning of an important new dialogue between the paving industry
and VTrans. For years, communication existed in the form of a Pavement Technical Committee.
This committee meets during the winter months to review issues and concerns from the previous
paving season. The Legislature in 2008 challenged VTrans and industry officials to move the
technology, materials, and the cost effectiveness of Vermont’s paving to a higher level. Discussions
are bearing fruit that will result in a better end product for the traveling public.
Over the past two decades, much has been done to preserve and improve Vermont’s pavements. As
with any aging infrastructure, much is still left to be done. VTrans will continue its commitment to
look for new opportunities to improve and provide cost-effective pavement treatments.
For information regarding the VTrans Paving Program, contact:
Kevin Marshia
Program Manager
(802) 828-2932
For Information regarding network conditions, or
project selection and timing, contact:
For Information regarding the design of a particular
paving project, contact:
Mike Fowler Ted Domey
Pavement Management Engineer Paving Project Manager
(802) 828-0160 (802) 828-3578
[email protected] [email protected]
2 of 22
Category
Proposed 2009 2008 2007 2006 2005 2004 2003 2002 2001
Interstate 25 30 24 21 41 59 34 14 31Carried forward from previous year 0 0 12 0 0 0 3 15 0Incomplete, to be carried forward 0 0 0 12 0 0 0 3 15Rutfilling (single lane miles) 0 0 6 12 22 36 26 25 40Surface Treatments 51 21 15 9 0 0 0 0 0
State Highway 50 59 68 83 41 51 53 18 102Carried forward from previous year 0 10 0 15 8 0 0 17 18Incomplete, to be carried forward 0 0 10 4 15 8 0 0 17Surface Treatments 7 14 0 0 0 0 0 0 0
Class 1 Town Highway 8 6 9 2 0 4 3 0 6Carried forward from previous year 2 0 0 1 0 3 0 0 0Incomplete, to be carried forward 0 2 0 0 1 0 3 0 0
State Paving (SMA's) 0 82 0 0 0 0 0 0 24
Crack Seal 150 124 77 82 153 150 158 146 116Carried forward from previous year 0 0 0 9 19 25 40 22 0Incomplete, to be carried forward 0 0 0 0 9 19 25 74 22
Paving Mileage Summary(two-lane miles, rounded to nearest mile)
Construction Season
Paving Project Total (items in green) 85 187 113 122 90 117 93 64 181Preventive Maintenance Total (items in blue) 208 159 98 112 194 211 224 193 156
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H I G H G A T E
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PAVEMENT MANAGEMENT
2008 ACCOMPLISHMENTS
2008 COMPLETED PROJECTS2008 CARRYOVER
4 of 22
H I G H G A T E
S W A N T O N
G E O R G I A
S H E L D O N
F A I R F I E L D
B E R K S H I R ER I C H F O R D
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PAVEMENT MANAGEMENT
2008PREVENTIVE MAINTENACE
2008 SURFACE TREATMENTS2008 CRACKFILL LOCATIONS
5 of 22
H I G H G A T E
S W A N T O N
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B E R K S H I R ER I C H F O R D
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C R A F T S B U R Y
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F A Y S T O N
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B R I S T O L
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P A N T O N
A D D I S O NW E Y B R I D G E
WA
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E A S T M O N T P E L I E R
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M I D D L E S E X
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C A L A I S
W O O D B U R Y
M A R S H F I E L D
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B R O O K F I E L D
C H E L S E A
C O R I N T H
B R A D F O R D
N E W B U R Y
G R O T O N R Y E G A T E
W A T E R F O R D
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W A L D E N
P E A C H A M
B A R N E T
C O N C O R D
L U N E N B U R G
K I R B Y
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GO
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B R A I N T R E E
R A N D O L P H
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R O Y A L T O N
B E T H E L
G R A N V I L L E
V E R S H I R E
S T R A F F O R D
T H E T F O R D
WE
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FA
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P O M F R E T
B A R N A R D
P I T T S F I E L D
C H I T T E N D E N
B R I D G E W A T E R
O R W E L L B R A N D O N
P I T T S F O R DH U B B A R D T O NB E N S O N
W E S T H A V E N
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0 5 10 15 20Miles
PAVEMENT MANAGEMENT
2008STATE FUNDED PROJECTS
2008 BONDING PROJECTS2008 OPERATION SMOOTH RIDE
6 of 22
Preventive Maintenance Highlight
Pavement is akin to any other physical system, once it is put into operation it begins to deteriorate. While this is
well known, we also know that through regularly scheduled preventive maintenance we often can significantly
extend the life of these systems, as well as reduce the long-term costs of keeping them in good working order.
When preventive pavement treatments are applied, it is not always apparent that work is needed on the system.
But based on testing and/or practical experience, a schedule has been developed for the application of these life-
extending treatments. It is critical that this intervention in the deterioration happens at a point in time where the
rate of decay is just about to hit an accelerated rate. Intervention at this time is critical to ensuring a preventive
treatment can be applied effectively at a low cost. It is after this point that effective treatments to restore the
original health to the system become increasingly more expensive and, with constrained budgets, eventually cost
prohibitive.
Experience with pavement structures, and their respective surfaces indicates that they respond very effectively to
preventive maintenance treatments. The challenge is to maintain the commitment of allocating limited resources
for treating pavement surfaces that do not appear in need when there are many others that are becoming less
serviceable every year. However, if evaluated from a long-term perspective it can be demonstrated that even
though overall network surface conditions will initially get worse, utilizing a rigorous preventive maintenance
strategy is the most practical approach to reversing this deterioration trend over the next 5-to-10 year timeframe.
When assessing surfaces for treatment using preventive maintenance applications, a candidate typically will be
ideal when its VTrans Composite Pavement Condition Index rating is in the range of “Fair.” Depending upon
how the pavement is distressed, treatments at this point in time may be as minimal as a crack seal or as extensive
as a thin, full-width bituminous surface seal. In rough terms, and based on VTrans bid data over the last few
years, these treatments range between $5,000 per mile to $200,000 per mile for a two-lane highway, and may be
applied multiple times over a surfaces’ life to maintain high levels of serviceability. When compared to treating a
structure that has fallen to the “Very Poor” rating where costs for effective treatment can range from a minimum
of $500,000 per mile to $5,000,000 per mile, it is evident how quickly budgets can be consumed if preventive
treatments are not applied and surfaces must be completely reconstructed due to their deteriorated state. The
illustrations on the following page depict pavement deterioration and how these two strategies differ over time
based on multiple interventions – the preventive maintenance approach versus a onetime
rehabilitation/reconstruction approach – once a pavement neared the end of its useful life.
SOURCE: WORLD BANK
“Each $1.00 spent during the first 40% drop in quality will cost $4.00
to $5.00 if delayed until the pavement loses 80% of its original quality.”
7 of 22
With material costs for paving at what they are today, it is now more important than ever that we find any and all
efficiencies in the way we manage our highway network to keep it in the best condition possible with the budgets
made available. Preventive maintenance is one of the tools we can use to ensure we keep good roads good. A
“worst-first” treatment approach to the entire network can be tempting, but from an asset management perspective
has proven to be the wrong direction. Balancing treatments between our “very poor” highways and extending the
remaining service life of our roadways that are in better condition is a long-term solution that will allow us to
achieve our overall network goals. Communicating this message to the traveling public is critical for Vermonters
to understand an approach to treatment of our highways that will provide long term results.
8 of 22
Recycled-Asphalt-Pavement (RAP) Report
600 TONS, 0.3% 11,500 TONS, 6.1%
46,900 TONS, 24.7%
46,200 TONS, 24.3%
84,800 TONS, 44.6%
2008 Paving Program RAP Inventory
TOTAL SALVAGED BY STATE/MAINTENANCE DISTRICTS
TOTAL SALVAGED BY MUNICIPALITIES
TOTAL UTILIZED ON PROJECTS (COLD MIX, SHOULDERS, ETC.)
TONS UTILIZED WITHIN JOB MIX
TOTAL SALVAGED TO CONTRACTOR
The VTrans 2008 Paving Program
generated approximately 190,000
TONS of Recycled-Asphalt-Pavement
(RAP)
NOTE: All tonnage values are approximate.
During the 2008 legislative session, lawmakers challenged the Agency to develop specifications that will
facilitate the increased use of recycled-asphalt pavement (RAP) in Vermont’s hot mix asphalt pavements. In
concert with that requirement, the Legislature asked that VTrans also monitor its production and usage of the
material to get a better understanding of its true value. This report is the first step in that process. Initiatives
underway for the 2009 paving season will begin the data collection necessary to derive the value of the RAP
material owned by the Agency.
About 190,000 tons of RAP was generated by VTrans’ projects during the 2008 construction season. During
construction activities, 93,100 tons of RAP was used on VTrans projects, a total equivalent to 49 percent of the
total amount generated. The highest percentage of rap used in any single project was 25 percent, a threshold
reached twice in 2008. Overall, VTrans projects produced 370,000 tons of hot mix asphalt pavement, which
included 46,200 tons (or 12.3 percent) of RAP.
9 of 22
Performance Measures
Automated surveys are conducted annually to determine pavement conditions across the state. Each segment of road is rated on a scale
of 1 to 100 based on rutting, cracking, and roughness. These are then weighted by their respective traffic volumes. The VTrans goal
for this performance measure is 70.
6467 67 68
6561
0
10
20
30
40
50
60
70
80
90
100
2003 2004 2005 2006 2007 2008 2009
CO
ND
ITIO
N I
ND
EX
YEAR
TRAVEL WEIGHTED AVERAGE NETWORK CONDITION2008
HISTORIC PERFORMANCE GOAL
Percent of Network in “Very Poor” Condition – While the “Travel Weighted Average Network Condition” graph measures VTrans’
performance for the majority of road users, these graphs measure the agency’s performance for all users, including those on low
volume roads. The percentage of roads in very poor condition is expected to increase even with a considerable funding effort. The
VTrans goal for the percentage of roads in very poor condition is no more than 25%.
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
2000 2003 2006 2008
Per
cen
t o
f Net
wo
rk
Year
% Conditions Over Time - Unweighted
Good
Fair
Poor
Very Poor
At the current status of approximately 36% Very Poor, the cost of bringing that category back to 25% would be roughly estimated to
be $150,000,000 spent over a two to three year period assuming cost effective treatments and based on costs experienced in 2008.
10 of 22
Pave
men
tCon
ditio
nD
escr
iptio
nsPa
vem
ent C
ondi
tion
Des
crip
tions
Goo
dFa
irPo
orVe
ry P
oor
yLi
ke n
ew p
avem
ent w
ith
few
def
ects
per
ceiv
ed
by d
river
s.
Slig
ht ru
tting
, and
/or
crac
king
, and
/or
roug
hnes
s bec
ome
notic
eabl
eto
driv
ers
Mul
tiple
cra
cks a
re
appa
rent
, and
/or
rutti
ng m
ay p
ull a
t th
ew
heel
and/
or
Sign
ifica
nt c
rack
s may
ca
use
poth
oles
, an
d/or
rutti
ng p
ulls
at
the
vehi
cle
and/
orno
ticea
ble
to d
river
s.th
e w
heel
, and
/or
roug
hnes
s cau
ses
driv
ers t
o m
ake
min
or
corr
ectio
ns.
the
vehi
cle,
and
/or
roug
hnes
s is
unco
mfo
rtabl
e to
oc
cupa
nts.
Driv
ers
may
nee
d to
cor
rect
Com
posi
tePa
vem
entC
ondi
tion
Inde
xC
ompo
site
Pave
men
tCon
ditio
nIn
dex
Com
posi
tePa
vem
entC
ondi
tion
Inde
x
to a
void
road
def
ects
.
Com
posi
tePa
vem
entC
ondi
tion
Inde
xPa
vem
ent C
ondi
tion
Inde
x80
-100
Pa
vem
ent C
ondi
tion
Inde
x65
-79
Pave
men
t Con
ditio
n In
dex
40-6
4Pa
vem
ent C
ondi
tion
Inde
x0
-39
11 of 22
Goo
d
12 of 22
Fair
13 of 22
Poo
r
14 of 22
Ver
y P
oor
15 of 22
Network Pavement Structural Conditions
Pavement Type Distribution
Two Lane Miles, % of Network Miles
Engineered-Interstate,
641, 21%
Engineered-Non
Interstate, 458, 15%
Non-Engineered
Strong, 1310, 41%
Non-Engineered Weak,
430, 14%
Asphalt on Concrete,
284, 9%
The chart above represents the breakdown of the various pavement structural elements a motorist
will encounter throughout the Agency’s highway network. This information provides a sense of
how the network structures vary, and how that can pose a challenge from a management perspective.
Interstate travel provides a motorist to the best example of an Engineered pavement/highway.
Engineered pavement is designed and constructed from the bottom up with the expectation that if
maintained properly over time, the pavement will stand up very well to Vermont’s harsh climate for
40 years or more. About 36 percent of the State’s pavements are Engineered, and it is these
pavements which can be managed the most effectively, both in terms of cost and serviceability.
About 55 percent of the network is composed of Non-Engineered pavements. A Non-Engineered
pavement is a structure that has been built-up over the years based on minor treatments and
maintenance activities. The end result is a highway evolving from what may have once been a
logging road into what is now a paved roadway. Some of these pavements perform reasonably well
over time. Fortunately, 41 percent of the network’s pavements respond in this manner and are
considered Non-Engineered Strong. It is the remaining percent – the 14 percent of the network that
is Non-Engineered Weak pavements – that pose the greatest challenge to the Agency. A significant
investment is required to keep these pavements in good condition for a reasonable amount of time.
The last pavement structure classification is Asphalt on Concrete. These comprise 9 percent of the
state highway network pavements, and they are a challenge to manage effectively. Often times they
are discernable to the untrained eye where cracks reflect through the asphalt revealing the slabs
beneath. While strong, problems exist where a lane has been widened beyond the slab’s edge
because the additional pavement will distress or settle differently creating a poor ride.
Unfortunately, these structures are typically maintenance intensive and do not perform well with a
conventional resurfacing treatment.
16 of 22
Project Prioritization
PCI20.0%
Benefit Cost (B/C)60.0%
RPC20.0%
2008 Pavement Management Prioritization
Category Scores and Weights
PCI Score0 - 29 = 20
30 - 34 = 16
35 - 39 = 1240 - 44 = 445 -100 = 0
RPC Rank Score1 = 202 = 18
3 = 174 = 165 = 15
6 = 147 = 138 = 12
9 = 1110 = 1011 = 9
12 = 813 = 714 = 6
15 = 516 = 417 = 3
18 = 219 = 120 = 0
B/C Score
B/C - B/C(min) X (60)
B/C(max) - B/C(min)
The chart above illustrates the weighting and scoring of the components built into the Pavement
Management Section’s project prioritization system. Below each component is defined in terms of
their respective characteristics and the effect of the measure on a project’s overall rating. The
system was developed in 2005 and continues to play an integral role in the development of our
annual programs.
Asset Condition (PCI)
• Pavement Condition Index • Combination of ; Ride, Rut, Cracking
• Scoring structured to recognize need to address roads in very poor conditions regardless of traffic
Project Economics (Benefit Cost) • Benefit Cost Ratio
• Benefit compares condition difference between the selected treatment and doing nothing on the project
section over the lifespan of the treatment
• Benefits are weighted by traffic volume
• Cost is present value financial cost to the agency
• Measures the “Bang for the buck” amongst candidate projects
Regional Planning Commission (RPC) Rank
• Regional Importance • Allows RPCs to address; socio-economic, cultural/local importance and impact on local economy of
candidate projects
• Scoring structure helps create a geographically distributed program
17 of 22
H I G H G A T E
S W A N T O N
G E O R G I A
S H E L D O N
F A I R F I E L D
B E R K S H I R ER I C H F O R D
E N O S B U R G
B A K E R S F I E L D
M O N T G O M E R Y
B E L V I D E R E
F R A N K L I N
GRAND
I SLE
M I L T O N
F A I R F A X
J O H N S O NC A M B R I D G E
W E S T F O R D
M O R R I S T O W N
H Y D E P A R K
W O L C O T T
G R E E N S B O R O
C R A F T S B U R Y
E D E N
L O W E L L
A L B A N Y
W E S T F I E L D
J A YT R O Y
I R A S B U R G
H A R D W I C K
E L M O R E
U N D E R H I L L
E S S E X
J E R I C H O
B O L T O NR I C H M O N D
D U X B U R YH U N T I N G T O NH I N E S B U R G
C H A R L O T T E
F E R R I S B U R G
M O N K T O NS T A R K S B O R O
F A Y S T O N
W A R R E NL I N C O L N
B R I S T O L
N E W H A V E N
P A N T O N
A D D I S O NWE Y B R I D G E
WA
I TS
FI E
LD
R O X B U R Y
N O R T H F I E L D
W I L L I A M S T O W N
W A S H I N G T O N
B E R L I N
M O R E T O W N
E A S T M O N T P E L I E R
P L A I N F I E L D
M I D D L E S E X
W A T E R B U R Y
S T O W E
C A L A I S
W O O D B U R Y
M A R S H F I E L D
W O R C E S T E RC A B O T
B R O O K F I E L D
C H E L S E A
C O R I N T H
B R A D F O R D
N E W B U R Y
G R O T O N R Y E G A T E
W A T E R F O R D
D A N V I L L E
W A L D E N
P E A C H A M
B A R N E T
C O N C O R D
L U N E N B U R G
K I R B Y
W H E E L O C K
V I C T O R Y G U I L D H A L L
G R A N B YB U R K E
E A S T H A V E N
S H E F F I E L D
G L O V E R S U T T O N
N E W A R K
F E R D I N A N D
M A I D S T O N E
BR
UN
SW
I CK
B R I G H T O N
W E S T M O R EB A R T O N
B R O W N I N G T O N
C O V E N T R Y
D E R B Y
C H A R L E S T O N
MO
RG
AN
H O L L A N DN O R T O N
L E W I S
B L O O M F I E L D
L E M I N G T O N
A V E R I L L
CA
NA
AN
B R I D P O R TC O R N W A L L
M I D D L E B U R Y R I P T O N
S A L I S B U R Y
S H O R E H A M WH
I T I NG L E I C E S T E R
GO
SH
EN
H A N C O C K
B R A I N T R E E
R A N D O L P H
T U N B R I D G E
R O Y A L T O N
B E T H E L
G R A N V I L L E
V E R S H I R E
S T R A F F O R D
T H E T F O R D
WE
ST
FA
I RL E
EF
AI R
L EE
S H A R O N
N O R W I C H
H A R T F O R D
P O M F R E T
B A R N A R D
PI T T S
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2008NATIONAL HIGHWAY SYSTEM
PAVEMENT HISTORY
2005200620072008
2001200220032004 2000
19991998PRIOR YEARS
21 of 22
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PAVEMENT MANAGEMENT
2008STATE HIGHWAY SYSTEM
PAVEMENT HISTORY
2005200620072008
2001200220032004 2000
19991998PRIOR YEARS
22 of 22