Professional Documents
Culture Documents
Guideline
May, 2017
Note: Full Depth Reconstruction projects shall utilize the standard CPD Process.
Features of pavement resurfacing projects that have been approved for Limited Scope projects may include:
Cross-slope Improvement
Shoulder Reconstruction (not to exceed 10% of the total pavement area for concrete and HMA) **
Full Depth Pavement Repair (not to exceed 10% of the total pavement area for concrete and HMA) **
Full Depth Reclamation (not to exceed 10% of the total pavement area for concrete and HMA) **
Cold and Hot In-Place Recycling
Additional features as necessary upon approval by FHWA
** If projects have Full Depth Pavement Repair or Full Depth Reclamation that exceeds 10% of the
total pavement area, a pavement life cycle cost analysis shall be conducted and approved by FHWA for
the project to be considered Limited Scope. If the pavement life cycle cost analysis is approved by
FHWA, CSDE evaluation and design exception approval is not required. If the pavement life cycle cost
analysis is not approved by FHWA, the project shall proceed as a reconstruction project and utilize the
standard CPD process.
As noted above, there are several pavement treatments applicable to the Limited Scope process. These
treatments include: Thin Surface Treatment, Concrete Pavement Repair & Pavement Resurfacing (mill
x, pave x plus one). When developing the scope for these pavement projects it is important to know
which roadway design features, such as, centerline rumble strips, curb ramps, utility relocation, guiderail,
etc. are applicable for each pavement treatment. For that reason, the NJDOT has developed guidance
outlined in the NJDOT Pavement Perseveration Guidance. (Attachemnt A)
The following are the general concepts for bridge deck/superstructure replacement projects:
Bridge deck/superstructure replacement projects require a Design Exception Report if controlling
substandard design elements are present on the structure.
Superstructure replacement projects requiring environmental documents other than a Categorical
Exclusion Document cannot use the Limited Scope Project Delivery Approach.
A bridge deck/superstructure replacement project has the ability to overlay a bridge deck with more than
1 of pavement to accommodate Bridge Deck Waterproof Surface Course overlays.
o If ROW acquisition is completed during construction of the original project, incorporate the
construction of curb ramps via a Change of Plan.
Note: For ROW work that will remain in the original contract, the NEPA document will need to address
associated ROW impacts.
The Project Manager also determines a projected date when the breakout curb ramps will be constructed and
submits it to the Departments ADA Coordinator for incorporation into the ADA Compliance Transition Plan.
When the breakout curb ramps are constructed, the Project Manager notifies Departments ADA Coordinator
and the Coordinator removes the curb ramps from the Transition Plan.
A graphic representation of the ADA with ROW Sequencing Procedure, including critical decision points, can
be viewed in the Limited Scope ADA with ROW Impacts Process Workflow.
Limited Scope guidance can also be found within the following CPD documents:
Concept Development Phase Activity Descriptions
Preliminary Engineering Phase Activity Descriptions
Final Design Phase Activity Descriptions
Concept Development WBS Dictionary
Preliminary Engineering WBS Dictionary
Note:
1. The Limited Scope CD and FD Network Diagrams and WBS Diagrams are specifically designed for
the delivery of pavement resurfacing mill 'x', pave 'x' plus one and bridge deck/superstructure
replacement project types. Other approved Limited Scope project types may utilize these diagrams as a
basis for developing a project-specific scope and schedule.
2. The work associated with ADA compliance with ROW impacts is not included in the following limited
scope guidance documents: activity descriptions, network diagrams, WBS, etc. If applicable, this work
needs to be added to a project specific scope of work, network diagram and schedule.
All categories, along with some limited new construction, are needed in a comprehensive pavement program.
However, emphasizing pavement preservation is a critical component of an agency's asset management plan to
achieve and sustain a desired safe state of good repair over the lifecycle of roadway assets. Pavement preservation
will prevent a pavement from requiring corrective/emergency maintenance or major rehab /reconstruction.
Pavement preservation is completing the right repair on the right road at the right time.
Pavement Life
Pavements are increasingly being designed for longer service lives, and longer-lasting pavements mean more
opportunity for preservation over the life of the pavement structure. To demonstrate the value of a long life
pavement, it needs to show a lower life cycle cost than traditional alternatives, factoring in both the initial
construction cost and ongoing preservation over its functional life. In this approach, keeping pavement treatment
costs down is helpful to the success and viability of the design. Under a successful pavement preservation program,
maintenance should be less frequent and preservation activities must be cost-effective.
An important aspect for cost-effective preservation over the pavement life cycle is the selection and timing of
preservation activities. Using the right preservation treatment at the right time will help you get the maximum
benefit. This depends partly on the condition of the pavement and where it is in its life cycle.
Under most circumstances, the condition of a pavement over time can be represented by a curve similar to the one
shown above. The worse its condition gets, the more expensive the treatment required to restore the pavement to
good condition, so application of an appropriate treatment in the right general area on this curve is imperative. A
relatively inexpensive pavement preservation treatment earlier in the pavements life cycle, while it may only bring
a slight improvement in the condition of the pavement, still makes a tremendous difference when considering that
it postpones or avoids the need for a much more expensive treatment later on. Pavement preservation is most
effective when a pavement is structurally sound and exhibits little or no distress. Examples of pavement
preservation activities include crack sealing and surface treatments such as chip seals or slurry seals, along with thin
(non-structural) overlays and minor rehabilitation such as resurfacing.
Program Development
The intent of the pavement preservation program is to select, design, and construct pavement preservation
treatments in an expedited fashion to extend pavement life and maintain the pavement surface at the highest
possible level of serviceability. The Pavement Management System (PMS) provides a first cut list of candidate
projects for all of the Preservation treatments. The candidate project list is then reviewed and adjusted based on
several project factors to create the project list.
It is possible that initially-identified pavement preservation projects may be eliminated if they become too complex
as a result of the need to increase capacity, improve traffic operations, or address complex safety betterments.
Preservation projects are time sensitive due to the continuous deterioration of the pavement as well as seasonal
temperature variations which reduce the construction season for many treatments. In instances where delayed
delivery is anticipated, other projects meeting the established criteria may be substituted for eliminated
preservation projects in order to maintain a balanced program and provide for planned expenditures.
Thin Surface Treatment Type II (Micro surfacing, Ultra-thin Friction Course (UTFC), High Performance Thin
Overlay (HPTO), etc.)
o Micro surfacing A homogenous mixture of emulsified polymer modified asphalt, water, well-
graded fine aggregate and mineral filler that is applied in the same manner as slurry seal.
Typically applied at a rate of 18 to 22 lbs. per square yard of aggregate and 0.35 gallons
per square yard of emulsion.
Optional incidental profile milling for smoothness
Concrete Pavement Repair Includes partial depth and full depth repairs as well as localized slab
replacements followed by diamond grinding and joint/crack resealing. When quantities exceed 10% of
project area, life cycle cost analysis should be performed to ensure repair is the most cost effective
treatment.
Limited Scope Pavement Resurfacing (LS) (mill x, pave x plus one) - Traditional hot mix asphalt overlay
with neat or modified binder and equal depth milling and paving or equal depth milling and paving plus one
inch in order to improve substandard cross slopes.
o Typically applied at 2-4 thick, however can include deeper applications where warranted by deep
cracking within the asphalt pavement thickness but not deeper.
o Includes partial depth and full depth repairs as well as localized shoulder and mainline
reconstruction. When quantities exceed 10% of project area, life cycle cost analysis should be
performed to ensure repair and resurfacing is the most cost effective treatment.
o Full extent milling required
o Applied when surface distress index falls below 2.4
Treatment New Curb Utility ROW Guiderail Sidewalks & Complete Design Cross
Centerline Ramps, Re- Driveways Streets Exceptions Slope
Rumble Ped Button locations
Strips Signal
Thin Surface
Treatment
Type I (Fog,
Slurry, Chip
Seals, etc.) Yes No No No No No No No No
Thin Surface
Treatment
Type II (UTFC,
Micro, HPTO,
etc.) Yes Yes Yes1 Yes1 No No No No No
LS Concrete
Pavement
Repair
(Partial/Full
Depth repairs,
diamond
grinding,
joint/crack
resealing) Yes Yes Yes1 Yes1 Yes No No No3 No
LS Pavement
Resurfacing
(mill x, pave
x plus one) Yes Yes Yes1 Yes1 Yes No2 No No3 Yes
Major
Rehabilitation Yes Yes Yes Yes Yes Yes Yes Type 24 Yes
Reconstruction Yes Yes Yes Yes Yes Yes Yes Type 14 Yes
New
Construction Yes Yes Yes Yes Yes Yes Yes Type 14 Yes
1
If necessary to meet Americans with Disabilities Act requirements for projects that are considered alterations by
definition of the FHWA. (See Roadway Design Manual Section 5)
2
Sidewalk repairs as needed
3
Crash Evaluation is done during the Concept Development phase to assess if spot improvements can be done or if
a breakout project is necessary as per the Limited Scope Resurfacing procedure.
4
As outlined in Design Exception Manual. Type 1 and Type 2 designations are subject to final FHWA approval
of the Departments proposed 2017 Design Exception Manual
Procedures are subject to change without notice.
Check the Capital Project Delivery website to ensure this is the current version.
Revision 11 Pg 15 of 15 Released: 04/2017