Georgia Department of Transportation’s Experience with Microsurfacing

1998 ◽  
Vol 1616 (1) ◽  
pp. 42-46 ◽  
Author(s):  
Donald Watson ◽  
David Jared
Keyword(s):  
Department Of Transportation ◽  
Asphalt Emulsion ◽  
Modified Asphalt ◽  
Crack Sealing ◽  
Traffic Volumes ◽  
Henry County ◽  
Heavy Truck ◽  
Double Surface ◽  
Polymer Modified Asphalt ◽  
Pavement Noise

Microsurface mix, or microsurfacing, can be used for sealing and providing a friction surface for cracked and deteriorated surface mixes. This mix, essentially consisting of 9.5-mm (0.37-in.) screenings bonded by a polymer-modified asphalt emulsion, is economical and can be placed very swiftly. Microsurfacing is also aesthetically pleasing because of its resemblance to hot-mix asphalt. In 1990–1991, the Georgia Department of Transportation (GDOT) successfully used microsurfacing in a test section on I-75 in Henry County, which had high traffic volumes and a heavy truck concentration. Two varieties of the mix were used, and both showed little deterioration after 2 years. In 1996, GDOT opted to use microsurfacing for a 9.2-km (5.7-mi) section of I-285 in Atlanta between Conley Road and Old National Highway. This 92 lane-km (57-lane-mi) project was initiated to address the raveling and cracking in the section and improve its appearance before the 1996 summer Olympics. The I-285 project began in late May 1996 and was completed in 1 month. The microsurfacing used on I-285 has performed quite well since the project was completed. No additional problems with raveling or load cracking have been encountered. The mix has provided excellent smoothness and good friction, with a minimal increase in pavement noise levels. Microsurfacing may be suitable for use on cracked pavements in lieu of more conventional rehabilitation methods such as crack sealing, leveling, and double surface treatments.

Short-Term Field Performance and Cost-Effectiveness of Crumb-Rubber Modified Asphalt Emulsion in Chip Seal Applications

2021 ◽  
pp. 036119812110054
Author(s):  
Md Nafiur Rahman ◽  
Md Tanvir Ahmed Sarkar ◽  
Mostafa A. Elseifi ◽  
Corey Mayeux ◽  
Samuel B. Cooper ◽  
...  
Keyword(s):  
Cost Effectiveness ◽  
Field Performance ◽  
Crumb Rubber ◽  
Department Of Transportation ◽  
Asphalt Emulsion ◽  
Short Term ◽  
Modified Asphalt ◽  
Application Rates ◽  
Chip Seal ◽  
Term Field

Chip sealing is a commonly used pavement maintenance technique that aims to delay pavement deterioration by reducing water infiltration and restoring skid resistance. The objective of this study was to evaluate the short-term field performance and cost-effectiveness of chip seals prepared with different types of asphalt emulsion and application rates. A newly introduced crumb-rubber modified asphalt emulsion was evaluated, one that allows chip seal installation at the same temperature as a standard emulsion. Types of emulsion included a crumb-rubber modified asphalt emulsion (CRS-2TR), a polymer-modified emulsion (CRS-2P), and a conventional unmodified emulsion (CRS-2). Application rates were obtained from the Louisiana Department of Transportation and Development (DOTD), the Texas Department of Transportation (DOT) specifications, and from the chip seal design method recommended in NCHRP Report 680. Seven chip seal sections were constructed and monitored regularly over a 12-month period. In the northbound lane, the chip seal section constructed with CRS-2TR (0.37 gal per square yard [gsy]) was the best performer statistically. In the southbound lane, the chip seal sections constructed with CRS-2TR and CRS-2P (0.31 gsy) performed similarly. Furthermore, the maximum Service Life Extension (SLE) was observed for the CRS-2TR (0.31 gsy) chip seal sections, whereas the chip seal sections constructed with CRS-2 had the lowest SLE. In addition, the most cost-effective chip seal section was achieved by the application of CRS-2TR emulsion at the Louisiana DOTD recommended emulsion application rate.

scholarly journals Preparation and Performance Assessment of Asphalt Emulsion Modified by the Fabricated SBS Latex

2020 ◽  
Vol 2020 ◽  
pp. 1-11
Author(s):  
Rui He ◽  
Yingping Liang ◽  
Lining Gao ◽  
Huaxin Chen ◽  
Ben Yang ◽  
...  
Keyword(s):  
Performance Assessment ◽  
Surface Treatments ◽  
New Method ◽  
Asphalt Emulsion ◽  
Modified Asphalt ◽  
Tyndall Effect ◽  
Mass Ratios ◽  
The Common ◽  
Polymer Modified Asphalt ◽  
And Performance

Polymer modified asphalt emulsion (PMAE) has recently been proven to be one of the most effective methods to overcome the common distress of asphalt surface treatments, such as abrasion, rutting, ravelling, and poor durability. Because of the limited research studies about the preparation of PMAE using SBS latex, a new method to prepare SBS latex was developed and the feasibility of using it in preparing SBS latex modified asphalt emulsion (SBS-LMAE) was verified in this study. The optimized swelling parameters for linear SBS solutions were swelling 24 h at the temperature of 50°C with the toluene/SBS (T/S) mass ratios of 2.5 : 1 to 2.0 : 1 which was determined according to the analysis of viscosity and Tyndall effect. After that, the SBS latex with favorable dispersivity and stability was successfully fabricated with the T/S ratio of 2.0 : 1. At last, the well-specified SBS-LMAE was prepared using the fabricated latex and tested for its conventional performances and microstructure. The results show that the SBS-LMAE samples all meet the main requirements of PMAE for microsurfacing and possess appropriate uniformity and stability.

Materials Approach to Improving Asphalt Pavement Longitudinal Joint Performance

2021 ◽  
pp. 036119812110444
Author(s):  
Jim Trepanier ◽  
John Senger ◽  
Todd Thomas ◽  
Marvin Exline
Keyword(s):  
Life Extension ◽  
Asphalt Pavements ◽  
Department Of Transportation ◽  
Joint Region ◽  
Joint Performance ◽  
Asphalt Cement ◽  
Modified Asphalt ◽  
Longitudinal Joint ◽  
Longitudinal Joints ◽  
Polymer Modified Asphalt

Many states are looking for methods to improve longitudinal joint performance of their asphalt pavements, since these joints often fail before the rest of the surface. With their inherently lower density, longitudinal joints fail by cracking, raveling, and potholing because of the intrusion of air and water. Because of their longitudinal joint issues, and after trying several less-than-successful traditional solutions, Illinois Department of Transportation (IDOT) developed a concept to seal the longitudinal joint region, but from the bottom up. Test sections were constructed in 2001 through 2003 to determine how a newly developed material, called longitudinal joint sealant (LJS), would improve joint performance. LJS is a highly polymer-modified asphalt cement with fillers and is placed at the location of a longitudinal joint before paving. As mix is paved over it, the LJS melts and migrates up into voids in the low-density mix, making the mix impermeable to moisture while sealing the longitudinal joint itself. The IDOT test pavements were evaluated after 12 years and found to have longitudinal joints that exhibited significantly better performance than the control joint sections and were in similar or better condition than the rest of the pavement. Laboratory testing of cores showed decreased permeability and increased crack resistance of mix near joints with LJS as compared with similar mix without LJS. The life extension of the joint area is approximately 3–5 years, and the benefit is calculated to be three to five times the initial cost.

EVALUATION OF RUTTING PERFORMANCE OF HOT MIX ASPHALT CONTAINING POLYMER ADDITIVES

2020 ◽  
Vol 2 (2) ◽  
pp. 127-132
Author(s):  
Ahmed Eltwati ◽  
Alaa A. A. Elkaseh
Keyword(s):  
Asphalt Mixtures ◽  
Asphalt Pavements ◽  
Structural Performance ◽  
Accelerated Pavement Testing ◽  
Modified Asphalt ◽  
Resistance To Deformation ◽  
Traffic Volumes ◽  
Pavement Testing ◽  
Polymer Modified Asphalt ◽  
Run Up

In recent decades, escalating traffic volumes initiate asphalt pavements revealed to larger stresses, which can create premature distresses. To enhance the resistance to distresses, modification of the asphalt mixtures has been studied extensively. The objective of this paper is to evaluate the performance of asphalt pavement made with various bitumen types and also different thicknesses. The bitumen types used were conventional asphalt (Ac 60-70) and polymer modified asphalt (PG 76-22). The thickness of asphalt samples tested was 70, 80, and 90 mm. In this study, Accelerated Pavement Testing (APT) was conducted to evaluate the rut depth in the surface of the pavement. The experiment was run up to 20,000 cycles. The results revealed polymer has a significant effect on pavement resistance to rutting. The resistance can be increased by up to 30%. In addition, the rutting occurred rapidly for the first 3,000 cycles. Beyond 3,000, the deformation is increased slowly.  On the other side, the results showed that as the HMA thickness increases as the resistance to deformation increases. We, therefore, can conclude that adding particles of polymer to HMA could improve the structural performance of pavement i.e. rutting resistance and reduce the thickness of the surface

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