Evaluation of Longitudinal Joint Construction Techniques for Asphalt Pavements in Tennessee

2010 ◽  
Vol 22 (11) ◽  
pp. 1112-1121 ◽  
Author(s):  
Baoshan Huang ◽  
Xiang Shu ◽  
Jingsong Chen ◽  
Mark Woods
Keyword(s):  
Asphalt Pavements ◽  
Joint Construction ◽  
Construction Techniques ◽  
Longitudinal Joint

Study of Longitudinal-Joint Construction Techniques in Hot-Mix Asphalt Pavements

1996 ◽  
Vol 1543 (1) ◽  
pp. 106-112 ◽  
Author(s):  
Prithvi S. Kandhal ◽  
Rajib B. Mallick
Keyword(s):  
Density Gradient ◽  
Hot Mix Asphalt ◽  
Conventional Technique ◽  
Asphalt Pavements ◽  
Joint Construction ◽  
Construction Techniques ◽  
Longitudinal Joint ◽  
The Face ◽  
Long Term Performance ◽  
Term Performance

There is a need to identify suitable longitudinal-joint construction techniques for multilane, hot-mix asphalt pavements that can minimize or eliminate cracking at the joint and raveling adjacent to the joint. It is believed that the longitudinal cracks result primarily from the density gradient that is usually encountered across the joint. This density gradient can be attributed to low density at the unconfined edge when the first lane is paved and relatively high density at the confined edge when the adjacent lane is paved. Seven different longitudinal-joint construction techniques were used on I-25 in Colorado in 1994, including various rolling procedures to compact the joint, provision of a vertical face with a cutting wheel, and use of rubberized asphalt tack coat on the face of the unconfined edge. Two longitudinal-joint construction techniques were used on I-79 in Pennsylvania in 1994: the conventional technique (control) and the New Jersey–type wedge joint. The latter technique uses a 3:1 taper at the unconfined edge of the first lane. The face of the taper is heated with an infrared heater before the adjacent lane is placed. Pavement cores were taken on the joint and 305 mm (1 ft) away from the joint for density measurements in all experimental test sections. Different techniques for joint construction have been ranked on the basis of statistical analysis of all density data. Various joints were also evaluated visually by teams of at least four engineers in June 1995. The performance, or ranking, of the joints in both Colorado and Pennsylvania projects after one winter seems to have been influenced by the overall density at the joint. The joints with high densities indicate better performance than those with relatively low densities. These rankings may change in the future on the basis of the long-term performance as measured by cracking and raveling.

Evaluation of Notched-Wedge Longitudinal Joint Construction

2000 ◽  
Vol 1712 (1) ◽  
pp. 50-57 ◽  
Author(s):  
M. Shane Buchanan
Keyword(s):  
Hot Mix Asphalt ◽  
Joint Research ◽  
Construction Technique ◽  
Joint Construction ◽  
Construction Techniques ◽  
Longitudinal Joint ◽  
Longitudinal Joints ◽  
Overall Performance

The proper construction of longitudinal joints is critical to the overall performance of a hot-mix asphalt (HMA) pavement. Many times the in-place density at and across the longitudinal joint is substantially lower than the density of the remainder of the HMA surface. This low in-place density increases the potential for cracking and raveling to develop along the joint. Research has shown that the use of the notched-wedge joint has the potential to increase the density at the longitudinal joint, which should result in a longer-lasting pavement. The notched-wedge joint construction technique was compared with conventional longitudinal joint construction techniques on projects in five states (Colorado, Indiana, Alabama, Wisconsin, and Maryland). The evaluation consisted of comparing the in-place densities obtained through pavement cores at five locations across the longitudinal joint of the pavement: at the centerline and at 150 mm (6 in.) and 450 mm (18 in.) on either side of the centerline. The results of the study indicate that the notched-wedge joint can be successfully used to increase the in-place density at the longitudinal joint. Some decrease in the in-place density was observed at the 150-mm (6-in.) location in the second lane (hot side) when the notched-wedge joint was used.

Methods for Evaluating Longitudinal Joint Quality in Asphalt Pavements

2009 ◽  
Vol 2098 (1) ◽  
pp. 113-123 ◽  
Author(s):  
Stacy G. Williams ◽  
Ashly Pervis ◽  
Leela Soujanya Bhupathiraju ◽  
Annette Porter
Keyword(s):  
Asphalt Pavements ◽  
Longitudinal Joint ◽  
Joint Quality

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.

Effects of Vehicle Loads and Structure Combinations on Rutting Depth of Asphalt Pavements with Varied Base Layers in Toll Plazas

CICTP 2020 ◽  
2020 ◽  
Author(s):  
Yan Li ◽  
Yanlong Han ◽  
Yuanbo Cao ◽  
Jiupeng Zhang ◽  
Fuyu Wang ◽  
...  
Keyword(s):  
Asphalt Pavements ◽  
Toll Plazas ◽  
Vehicle Loads
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