Connecticut Technology Transfer Newsletter Spring 2009

Spring 2009

Introduction to Crack Sealing

Water is the most destructive element to our pavement. Water entering theroadway through cracks accelerates deterioration. In time, the water willundermine and weaken the roadway base material, creating cracks andpotholes. Sealing pavement cracks to prevent water from entering the baseand subbase will extend the pavement life from three to five years.

Pavements expand and contract with seasonal temperature changes.Consequently, cracks and joints expand and contract when the pavementsmove. Sealing the cracks with flexible rubberized asphalt that bonds to thecrack walls and moves with the pavement will prevent water intrusion. Aspart of a pavement management system, crack sealing can reduce pavementdeterioration by restricting water penetration into the underlying base andsubbase layers. This restriction helps to maintain pavement structural capacityand limits future degradation. Simply stated, sealing cracks and joints inpavement extends the service life of the surface treatment and the pavement.It should be noted that crack sealing will not improve the initial pavement

see Crack Sealing on page 4

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Introduction to Crack Sealing 1

National Work ZoneAwareness Week 2009 2

National Public Works Week 2

Technology Transfer Center2009 Spring Training Calendar 3

Selling your Public Works Budgetto Your Board and the Public 3

CCM Services Provide Responsive,Cost-Effective Solutions for aWide-Range of Public Works Needs 6

American Recovery andReinvestment Act of 2009 (ARRA) 6

News from theNew England Chapter APWA 7

Reaching Tomorrow’s Engineers 7

Technology Transfer CenterRequest Form 8

In this Issue

Before the applicationof crack sealant, thecrack must be free of alldirt, dust and debris.

This publication is published by theConnecticut Transportation InstituteTechnology Transfer Center

Phone: 860-486-5400Fax: 860-486-2399Web: www.t2center.uconn.edu

Supported through a cooperative effortof the Connecticut Department ofTransportation and the Federal HighwayAdministration’s Local TechnicalAssistance Program (LTAP) to provideinformation on the latest transportationtechnology to Connecticut’s state andlocal government officials.

Donna SheaPROGRAM [email protected]

Mary McCarthyTRAINING [email protected]

Shelly DesjardinPROGRAM [email protected]

Vivian CastelliPROGRAM [email protected]

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April 6-10 marks the 10th anniversary of National Work ZoneAwareness Week. The national campaign is conductedevery year at the start of the construction season to attractnational attention to drive carefully through highwayconstruction and repair sites. Each year, approximately1,000 people are killed in roadway work zones and, with therecent enactment of the President’s economic recoverypackage which supports a good deal of highway repair andconstruction funding, 2009 could be one of the most activehighway repair seasons in recent memory.

National Work ZoneAwareness Week 2009

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2 www.t2center.uconn.edu

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National Public Works Week

Use this week to educate the public onthe importance of the contribution ofpublic works to their daily lives: planning,building, managing and operating theheart of our local communities andbuilding the quality of life.

The theme chosen by APWA for the2009 celebration is “Revitalize, Reinvest,Renew”

• Revitalizing our infrastructuremeans finding new ways to sustainperformance, using new materialsand increasing efficiency.

• Reinvesting in our infrastructurewill ensure safety, longevity anda positive quality of life.

• Renewing our infrastructuremeans replacing and reinvigoratingthe systems

For more information and a sampleproclamation that can be used in yourtown, please visit:

www.apwa.net/About/NPWW/

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. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Selling your Public Works Budgetto Your Board and the PublicTechnology

Transfer Center2009 SpringTraining Calendar

April

8-9 OSHA 10-Hour RoadwayConstruction, Farmington

14 Work Zone Safety, Canton15 Work Zone Safety, Cheshire16 Work Zone Safety, East Lyme28 Geosynthetics, Windsor29 Geosynthetics, Killingworth30 Pavement Preservation Techniques:

Asphalt & Chip Seals, Glastonbury

May

1 Pavement Preservation Techniques:Asphalt & Chip Seals, Monroe

27 ATSSA Flagger CertificationTraining, Norwalk

28 ATSSA Flagger CertificationTraining, Manchester

June

10 Supervisory Skills, Tolland11 Supervisory Skills, Monroe16 Maintaining Traffic Sign

Retroreflectivity, location TBD17 Maintaining Traffic Sign

Retroreflectivity, location TBD18 Maintaining Traffic Sign

Retroreflectivity, location TBD25 Complete Streets: Planning

Safer Communities for Pedestriansand Bicycles

Special EventsApril 21 - Winter Operations “CoffeeBreak” Roundtable Discussion, Glastonbury

For updates on our trainingprograms, visit us at:www.t2center.uconn.edu

Technology Transfer Center 3

In these difficult economic times, it iseven more critical that you can successfullysell your public works budget to theelected officials of your local agency andto the public.

Here are a few tips from HankLambert, former Director of the VermontLocal Roads Program, who developeda training program on Budgeting for

Public Works Professionals.

DEVELOP A CONCISESUMMARY OF THE BUDGET

A concise summary and guide forinforming the Board and involvingthe public is valuable. There is no setformat. It may include a transmittal letter,a budget message, an executive summary,a budget-in-brief. At a minimum,a summary should do the following:

1. Summarize the major changes inpriorities or service levels from thecurrent year and the factors leadingto those changes.

2. Articulate the priorities and key issuesfor the new budget period.

3. Identify and summarize major financialfactors and trends affecting the budget,such as economic factors; long-rangeoutlook; significant changes in revenuecollections, tax rates, or other changes;current and future debt obligations;and significant use of or increase infund balance or retained earnings.

4. Provide financial summary data onrevenues, other resources, andexpenditures for at least a three-year

period, including prior year actual,current year budget and/or estimatedcurrent year actual and proposedbudget.

TIPS FOR PRESENTING THEBUDGET TO YOUR BOARDAND TO THE PUBLIC

Ask First: “Have I fully involved my staffin developing the department’s budget?”

1. Tailor your presentation to thesituation, and what you want theBoard (and the public) to decide.Begin with an overview of thepresentation.

2. Revenue sectiona. Explain key assumptions in

developing revenue projectionsb. Show anticipated revenues by source

3. Expenditure sectiona. Explain key assumptions: inflation

rates, staff turnover, anticipatedincreases

b. Show expenditures by programc. Project changes in salaries and

fringe benefits4. Program Section

a. Briefly explain new requirementsb. Give status reports on programs

and success of new initiativesc. Explain proposed new program

initiatives and justification: pay foritself, will improve efficiency; willimprove performance/safety/liability.Stress benefits to be achieved.

5. Focus on what interests members of theaudience (support existing programs,new programs, effect on property taxes,and staffing)

6. Discuss implications of the budget(facilities, taxes, debt); show benefits ifpassed; explain the consequences if thebudget is cut.

The Technology Transfer Center looksforward to bringing this valuable trainingto Connecticut in the future as a part ofour Road Scholar program or our newTransportation Leadership Academy.

rideability. The benefits are realized in threeto five years when it becomes obvious thatthe pavement has not deteriorated asquickly. Roads and bridges that are cracksealed last longer than those that are not.Sealing prior to surface treatments andbituminous paving overlays enhances thetreatment and further extends the pavementlife. The overall successes of pavementmaintenance systems that include cracksealing make crack sealing a desiredmaintenance program.

SEALANTS

Asphalt rubber was the first generation offlexible sealants to move with the pavementand maintain flexibility at warm and coldtemperatures. Unlike fillers, asphalt rubberis flexible below 35°F and does not migrateor run when temperatures reach 85°F.

Region climates encouraged manufactur-ers to develop sealants that would outper-form standard flexible sealants. Extremehigh temperatures in the Southwest andsevere cold temperatures in the northernMidwest prompted the development ofsealants that have greater flexibility andbetter bonding to crack walls. A generationof sealants utilizing polymer technology wasintroduced. Polymers, when added to aliquid asphalt base, formulate a sealant thathas a greater expansion capability than

asphalt rubber sealants. Sealants are nowmanufactured with a performance rangefrom 200°F to -30°F. Rubberized sealantswill perform best in wet climates. Becausethe modified and proprietary products aretypically more expensive, an agency shouldperform a cost effectiveness analysis beforechoosing a product. Manufacturers are agood source of information and know theperformance of their products. Manufac-turer’s claims should be carefully reviewedfor applicability to the specific situation.

PREPARATION AND APPLICATION

Preparation is key to successful use of cracksealants. In the same way that a dentistprepares a tooth before filling a cavity, crewsmust prepare cracks to receive sealants. Thebetter the preparation, the better the chancethat the sealant will last and perform.Surface preparation can be accomplishedwith compressed air (100 psi minimum)and a simple blowpipe. This techniqueworks well when the dirt is dry and notpacked hard. If the cracks are filled with wetdirt, the dirt needs to be removed and thecrack must be completely dried. An aircompressor or a hot-air lance generatingtemperatures in excess of 2,000°F is the besttool. In simple terms, a heat lance uses hotcompressed air that blows cracks clean whiledrying them out. Field studies and research

are finding that heat lances are valuabletools for proper preparation. Studies showthat there is almost a 40 percent greaterchance of sealant success if cracks are routedprior to sealing. Cutting a reservoir alsoensures that the proper amount of sealantpenetrates the crack. An operator passes thepavement cutter or router over the crack,through a series of star-shaped steel teeth,and cuts a reservoir into the crack. Modernrouters can follow even the most randompavement cracks. Once the rout is complete,compressed air (hot or cold) can be usedto remove the dust created by the router.Engine-powered steel wire brushes canalso be used to clean routed and nonroutedcracks.

(Note: Older-aged asphalt pavements andthin asphalt pavements may not be suitablefor routing.)

APPLICATION EQUIPMENT

The most visible piece of equipment isthe melter. In years past (and still in use),the “tar pot” was simply a steel pot witha direct flame burner used to heat thematerial. Also in use today are indirect firemelters, which require a high temperatureheat transfer medium such as oil. Thesekinds of melters are known as “oil jacketed”melters or “double boilers.” Special care

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Crack Sealing continued


Overapplying sealant material can lead to problems when paving over with hot mix asphalt or bleeding up through the seal of paving operation.

must be taken to assure that the sealant tem-perature does not exceed the manufacturer’srecommendations; otherwise, the polymersmay be destroyed therefore reducing thesealant performance.

Hot pour sealants are effectively appliedthrough a delivery hose and wand. Thesematerials are commonly applied at 375° F;however, the manufacturer’s recommendedapplication temperature should be followed.To prevent sealant cooling, setup, and clog-ging, the hose is placed under constantpressure and the sealant circulates constantlyback into the main tank. Crewmembersmust therefore be trained not only in propersafety procedures but also proper operationof the melter. Melters with “on demand”pumping and thermostatically controlleddelivery hoses reduce the chances of mis-takes and improve productivity.

APPLICATION

Sealant application can be accomplished ina variety of ways. No less than twelvemethods are outlined in the StrategicHighway Research Program publicationMaterials and Procedures for Sealingand Filling Cracks in Asphalt-SurfacedPavements: (www.trb.org/publications/shrp/SHRP-H-348.pdf). The three most widelyused material placement configurations are:simple band-aid (2 inch to 3 inch wideband); recessed band-aid; and shallow,recessed band-aid.

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The success of each method wasinfluenced by cleaning techniques andsealant selections. Sealant applied inrouted cracks performed longer; each ofthe recessed band-aids had good results.A recessed configuration dispenses materialinto the confines of a routed crack. Thesealant can be placed flush with the pave-ment, slightly overfilled on the surface, orslightly below the surface of the pavement.In an over-band configuration, the sealantis placed onto and over an unrouted crack.The sealant can be shaped into a band overthe crack using a rubber blade squeegee ora sealing shoe that flattens the sealant overthe crack.

Crack sealing is most appropriate forcracks between one-fourth to one inchwide. Cracks smaller than one-fourth inchwill not retain sufficient sealer to flex in thecold. Cracks greater than one inch willsag and possibly prematurely fail withoutthe installation of HMA or backer rod.Contracted crack sealing is typically bid bythe following three methods: lineal feet ofcrack sealed, gallons of sealant applied,or pounds of sealant used.

PAVEMENT SELECTION

Pavement selection is a critical element indetermining the success or failure of a cracksealing program. If the road has alligator

cracking, high density, multiple cracking,poor subbase drainage, or structuraldamage, then crack sealing will not solvethe problem. In these cases the damage istoo far-advanced. If attempting to save apavement that has too much cracking, therewill be disappointment with the efforts.The best candidates for crack sealing arenewer pavements that are beginning to formcracks. Always begin a crack sealing programby sealing the best or newest roads first.A good rule of thumb is to monitorroadways that have been resurfaced, andconsider crack sealing within three to fiveyears following the resurfacing. Keep inmind that more sealant is not always better.Over applying sealant material can lead toproblems when paving over with HMA orbleeding up through the seal or pavingapplication. These new sealants are notdesigned to be “road glue.” Yes, they are verysticky and have tremendous bonding power.However, they were not made to “hold theroad together.” Crack sealing has oneobjective: to prevent water from furtherdamaging our roads. Sealing “buys time”and saves money by delaying the expenseof major reconstructive pavement work.

This article was originally published byPennDOT LTAP as Technical InformationSheet #132 (Summer 2007) and reprintedwith permission.

Selectively applying crack sealant can extend surface pavement life.

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If your town’s public works departmentneeds help on energy procurement, energyefficiency, drug testing, labor contractsand more, the Connecticut Conference ofMunicipalities (CCM) is the place to turnto for responsive, cost-effective solutionsthat will enable your facilities staff to domore with less—THE mandate formunicipal services during the difficulteconomic times.

CCM Energy’s Purchasing Programsaved member towns, cities, and schooldistricts $3.5 million in 2008. CCMEnergy’s Purchasing Program has expandedto more than 120 cities, towns, schooldistricts and local public agencies.

Adding results for participants withcontracts that began during 2008, and theannualized total savings equals an even moreimpressive $4.5 million.

CCM Energy is a multi-service programthat helps CCM member municipalitiesand their school districts save money ontheir energy-related costs for electricity andnatural gas. Only when multiple supplierscompete are you assured of obtaining thebest price and most favorable contractterms. CCM Energy maximizes the benefitsof supplier competition by obtaining allbids through an ongoing competitive RFPprocess that maintains competitive pressureon both price and contract terms until youdecide to execute a contract.

Nearly 50 municipalities across the statetake advantage of the centralized servicesof CCM’s Drug and Alcohol TestingConsortium. This service includes the actualtests required by the federal Department ofTransportation, services of a Medical ReviewOfficer, Substance Abuse Professional,training for supervisors and workers,plus updates on DOT regulations.

By arranging for testing on site, it avoidsdowntime for supervisors and workers alike.The consortium also offers the distinctadvantage of placing workers from membertowns in the same random testing pool,thus reducing the administrative burdenfor individual towns while maintaining thedeterrent power of the testing system.

CCM’s Municipal Labor Relations DataService provides detailed information on thecontracts of some 400 bargaining units in100 communities to subscribing membertowns and cities. The MLR Data Reporterand MLR Bulletins are convenient anduseful sources of labor information throughwhich subscribers receive monthly updatesthat list and summarize all municipal bind-ing arbitration awards from the State Boardof Mediation and Arbitration, highlightsrecent municipal collective bargainingagreement changes, and compiles an

CCM Services Provide Responsive,Cost-Effective Solutions for aWide-Range of Public Works Needs

extensive list of ability-to-pay data that in-cludes consumer price indices, labor marketarea information, and other demographics.

This CCM service also keeps readersabreast of pertinent upcoming legislation,current trends in municipal personnel,and other HR/Labor management issues.

And CCM’s cost-saving services don’tstop here. CCM has just introduced itsnewest service—CCM’s new cost-saving,sealed-bid, Reverse-Auction Program.A committee of purchasing experts fromCCM-member municipalities completeda competitive selection process, reviewedproposals, interviewed finalists and selectedOrbis Online as service provider for the newprogram. Based upon results achieved inother states, CCM expects this program toprovide real savings for CCM-municipalmembers at zero cost.

In a regular online auction (think“eBay”), a seller posts an item for sale,bidders increase bids, and the item isawarded to the highest bidder. In a reverseauction, a buyer posts its purchase require-ments online and approved Suppliers placelower and lower bids against one anotheruntil the event is closed. In reverse auctions,the Suppliers, whose identities are maskedfrom one another, are able to see their com-petitors’ bids and can respond immediatelywith multiple counter-offers. The trans-parency of the market¬place creates rigorouscompetition amongst the participants,which tends to result in savings basedupon “true market pricing”. CCM’s ReverseAuction Program can drive costs downcompared with traditional paper-based bidfor virtually any product, service, or piece ofequipment needed by a local government.

Call CCM today at (203) 498-3000and take the first important steps towarddriving down the costs of your public worksdepartment, while increasing your servicelevels and the efficiency of these criticalservices for your town during thesechallenging economic times.

AmericanRecovery andReinvestmentAct of 2009(ARRA)Some resources for information on theAmerican Recovery and ReinvestmentAct of 2009 (ARRA).

www.recovery.govwww.fhwa.dot.gov/economicrecoverysafety.fhwa.dot.gov

IN CONNECTICUT:www.ct.gov/dot/cwp/view.asp?a=2303&q=433686

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A spring supervisory/leadership seminar washeld March 17-18 at the Community Col-lege of Rhode Island in Warwick. This classis usually given twice a year, so watch theChapter’s website (newengland.apwa.net)for date and location of the class this fall.

The Chapter’s regular spring meetingwill be held April 8th at the Warwick, RICrown Plaza Hotel. In addition to breakoutsessions on Public Works topics of signifi-cance, there will be vendor displays at thismeeting.

The National Public Works Weekluncheon will be held at Anthony’s Pier 4restaurant on the Boston waterfront on May20, 2009. This is a celebration of the publicworks industry in New England and alsoraises money for the Chapter’s two TimothyJ. O’Leary scholarships. The NationalAPWA President generally attends thisluncheon which usually has 500 attendees.

The Chapter’s joint student membershipis growing. We now have 14 students.With one membership fee of $30/yr thesestudents are members of the New EnglandChapters of the American Public WorksAssociation, the Water Works Associationand the Water Environment Federation.This is a great way for students to get themailings from all 3 associations while theyplan their careers. Contact the Chapter’sSecretary-Treasurer Lon Hultgren([email protected]) for details.

The Chapter’s winter newsletter, the“Chapter Chatter” is out. For this and othernews please visit the Chapter’s website atnewengland.apwa.net.

News from theNew EnglandChapter APWA


With proud parents and teachers lookingon, The 2008 Transportation DesignChallenge for Connecticut High School &Middle School Students winning teamswere announced this past October 19th

at the 2008 American Association ofState Highway Transportation Officials(AASHTO) Annual Meeting held atthe Connecticut Convention Center inHartford. This statewide contest wasopen to all Connecticut secondarystudents to provide a realistic and engagingintroduction to engineering and trans-portation systems. The students displayedand presented their models to a panel ofjudges and the competition culminatedwith an Awards breakfast where eachstudent received a savings bond, academicmedal, and school trophies for first, secondand third place. The ‘Challenge” for thestudents were to research, analyze anddesign a model of a transit-orienteddevelopment project that might somedaywork in their community.

THE WINNERS WERE:

Middle School:

1st Place: Irving A. Robbins MiddleSchool, Farmington

2nd Place: East Lyme Middle School,East Lyme

3rd Place: Cromwell Middle School,Cromwell

High School:

1st Place: Somers High School, Somers2nd Place: Sacred Heart Academy,

Hamden3rd Place: Academy of Information

Technology and Engineering,Stamford

To see more pictures from the competition,visit the Department website atwww.ct.gov/dot/trac.

Reaching Tomorrow’s Engineers

Below: First Place winners from Irving A. Robbins Middle School,Ben Spar, Mike Sliwinski,and Richard Sebastian-Coleman discuss theirtransit-oriented model with Connecticut Department of TransportationActing Chief Engineer, Michael W. Lonergan. Inset photo: SomersHigh students; Jessica and Leah Estanislau present their First PlaceTransit-Oriented Design project.

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Connecticut Technology Transfer Newsletter Spring 2009

Documents

Transcript of Connecticut Technology Transfer Newsletter Spring 2009