Performance Study on Asphalt Pavement Preservation Technologies in Gansu Province

2018 ◽  
pp. 43-55
Author(s):  
Dingbang Wei ◽  
Xiaomin Li ◽  
DingXin Cheng
Keyword(s):  
Asphalt Pavement ◽  
Gansu Province ◽  
Performance Study ◽  
Pavement Preservation

High-Performance Thin-Lift Overlays with High Reclaimed Asphalt Pavement Content and Warm-Mix Asphalt Technology

2012 ◽  
Vol 2293 (1) ◽  
pp. 18-28 ◽  
Author(s):  
Walaa S. Mogawer ◽  
Alexander J. Austerman ◽  
Robert Kluttz ◽  
Michael Roussel
Keyword(s):  
High Performance ◽  
Asphalt Pavement ◽  
Warm Mix Asphalt ◽  
Asphalt Binders ◽  
Reclaimed Asphalt Pavement ◽  
Moisture Susceptibility ◽  
Reclaimed Asphalt ◽  
Pavement Preservation ◽  
Asphalt Overlay ◽  
Structural Capacity

A high-performance thin asphalt overlay (HPThinOL) is specified as having a thickness of 1 in. or less and is used in applications requiring high levels of rutting and fatigue resistance. HPThinOLs are used as a pavement preservation strategy and are placed on pavements that have remaining structural capacity that is expected to outlive that strategy. Current specifications for HPThinOLs generally call for a polymer-modified asphalt (PMA). However, PMA binders are more expensive than unmodified asphalt binders. This expense, coupled with the higher binder content requirement generally associated with HPThinOL, could lead to an initial higher cost in relation to other pavement preservation strategies. Although the higher initial cost can be offset by incorporating high amounts of reclaimed asphalt pavement (RAP), the use of high amounts of RAP in PMA mixtures might adversely affect the mixture performance (stiffness, cracking, or workability). Warm-mix asphalt (WMA) technology may improve the workability of HPThinOL that incorporates high RAP content and PMA binders. This study evaluated the effect of PMA binders, high RAP content, and WMA technology on the stiffness, resistance to reflective cracking, moisture susceptibility, and workability of HPThinOL mixtures. PMA binders and high RAP content increased the stiffness of HPThinOL significantly; however, the use of WMA technology lowered mixture stiffness and improved workability. PMA may improve the cracking resistance, moisture susceptibility, and rutting resistance of high-RAP HPThinOL mixtures, depending on whether a WMA technology is used.

scholarly journals Performance study and application of porous ultra-thin wearing course for asphalt pavement maintenance

2021 ◽  
Vol 1075 (1) ◽  
pp. 012014
Author(s):  
Mingliang Li ◽  
Haizhu Lu ◽  
Jun Li ◽  
Quan Mao ◽  
Long Chen
Keyword(s):  
Asphalt Pavement ◽  
Performance Study ◽  
Pavement Maintenance

Universal Method to Measure Water Infiltration into Asphalt Pavements Independent of Pavement Preservation Surface Treatment

2018 ◽  
Vol 2672 (12) ◽  
pp. 40-50
Author(s):  
Ben C. Cox ◽  
Isaac L. Howard ◽  
Chase A. Hopkins
Keyword(s):  
Asphalt Pavement ◽  
Water Infiltration ◽  
Asphalt Pavements ◽  
Universal Method ◽  
Laboratory Measurements ◽  
Test Chip ◽  
Pavement Preservation ◽  
Chip Seal ◽  
Open Graded Friction Course ◽  
Industry Needs

In recent years, greater focus has been placed on pavement preservation treatments, where one of the primary goals is to seal an existing pavement (especially cracks) to preserve it from further oxidation (i.e. decrease its permeability). The industry needs the ability to measure the effectiveness of these surface treatments; a single universal method that could be used for this purpose would be ideal, especially if traditional asphalt pavement surfaces could also be evaluated or field and laboratory measurements successfully related. This paper’s objective is to present a simple permeameter device, the Mississippi permeameter (MSP), for measuring water infiltration into asphalt pavements independent of the surface (e.g. dense-graded asphalt (DGA), chip seal). In this paper, the MSP was evaluated against traditional field and laboratory permeameters (e.g. NCAT permeameter) on a range of surfaces from open-graded friction course (most permeable) to DGA (most common) to chip and scrub seals (least permeable, roughest texture, most difficult to measure). The MSP provided measurements as reasonable as those of existing permeameters and was also successfully used to test chip and scrub sealed cracks, which is beyond existing permeameters’ abilities. Additional refinements are needed for relating field and laboratory measurements, but the MSP concept appears promising and worth pursuing given the increasing pavement preservation focus.

Performance Evaluation of Surface Treatments for Asphalt Pavement Preservation

2015 ◽  
Vol 17 (2) ◽  
pp. 89-98
Author(s):  
Jeong Hyuk Im ◽  
◽  
Y. Richard Kim ◽  
Cheolmin Back
Keyword(s):  
Performance Evaluation ◽  
Asphalt Pavement ◽  
Surface Treatments ◽  
Pavement Preservation

scholarly journals Subsurface Condition Evaluation for Asphalt Pavement Preservation Treatments

2013 ◽  
Author(s):  
Jusang Lee ◽  
Makarand Hastak ◽  
Dwayne Harris ◽  
Hyung Jun Ahn
Keyword(s):  
Asphalt Pavement ◽  
Pavement Preservation ◽  
Condition Evaluation

Decision Trees for Selecting Asphalt Pavement Crack Sealing Method

2020 ◽  
pp. 036119812096013
Author(s):  
Jared Munch ◽  
Uma Maheswar Arepalli ◽  
Manik Barman
Keyword(s):  
Decision Trees ◽  
Life Cycle Cost ◽  
Online Survey ◽  
Asphalt Pavement ◽  
Preventive Treatment ◽  
Cost Effective ◽  
Pavement Management ◽  
Pavement Preservation ◽  
Crack Sealing ◽  
Traffic Level

Crack sealing is an important preventive treatment in the pavement preservation program. To achieve a cost-effective crack seal, it is crucial to select a proper crack sealing method. In Minnesota asphalt pavement cracks are sealed using both the clean-and-seal and rout-and-seal methods; however, there is no guideline for choosing the most suitable crack sealing method. This study deals with a literature review, an online survey, crack seal performance data collection, cost-effectiveness analysis of the crack sealing methods, life cycle cost analysis, and development of two decision trees to aid in selecting the most suitable crack sealing method. The first, which can be used in the pavement management system, needs information such as crack severity, pavement type (new versus overlay), pavement analysis period and design life, traffic level, and crack seal sequence (first, intermediate, or last). The second decision tree, which is a simplified version of the first and can be used by preventive maintenance crews, requires less information, such as crack severity, traffic level, and place in the crack sealing sequence.

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