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industry.
SURFACE PREPARATION
Surface preparation generally takes one of two forms: Preparing the subgrade and granular base course for new pavement. This can involve such activities as subgrade stabilization, over-excavation of poor subgrade, applying a prime coat or compacting the subgrade. BITUMINOUS SURFACE TREATMENTS Bituminous Surface Treatments. A bituminous surface treatment (BST), also known as a seal coat or chip seal, is a thin protective wearing surface that is applied to a pavement or base course. BSTs can provide all of the following: A waterproof layer to protect the underlying pavement. Increased skid resistance. LOADS – PAVEMENT INTERACTIVE Loads, the vehicle forces exerted on the pavement (e.g., by trucks, heavy machinery, airplanes), can be characterized by the following parameters: Loads, along with the environment, damage pavement over time. The simplest pavement structural model asserts that each individual load inflicts a certain amount of unrecoverable damage. EXISTING SURFACE PREPARATION FOR OVERLAYS Overlays (either structural or non-structural) make up a large portion of the roadway paving done today.The degree of surface preparation for an overlay is dependent on the condition and type of the existing pavement. Generally, the existing pavement should be structurally sound, level, clean and capable of bonding to the overlay. SUPERPAVE GRADATION REQUIREMENTS Superpave mix design specifies aggregate gradation control points through which aggregate gradations must pass. These control points are very general and are a starting point for a job mix formula.. These tables (data taken from AASHTO MP 2, Standard Specification for Superpave Volumetric Mix Design) show typical Superpave aggregate specifications for 37.5 mm (1.5 inch) down to 9.5 mm (0.375 PARTIAL DEPTH REPAIR PROCEDURES A typical method for removing spalled concrete is chipping. A shallow vertical saw cut, approximately the depth of the spall, made around the perimeter of the spalled area can be used to prevent a tapering of the repair around the perimeter. Tapering to a shallow depth can contribute to subsequent spalling. Sawing and chipping is sometimesused
THEORETICAL MAXIMUM SPECIFIC GRAVITY MAKING ROLLERS SMARTER Depending on the features and the manufacturer, an Intelligent Compaction roller may cost 3-5% more than a conventional roller, and retrofitting an existing roller with IC equipment can see costs ranging from $50,000-$75,000. In addition to the upfront costs, ICequipment
EQUIVALENT SINGLE AXLE LOAD Although it is not too difficult to determine a wheel or an axle load for an individual vehicle, it becomes quite complicated to determine the number and types of wheel/axle loads that a particular pavement will be subject to over its design life. PAVEMENT INTERACTIVE Pavement Interactive. Pavement Interactive is a free online knowledge base for the paving industry. The site is a repository for encyclopedic articles, news, and information on all topics related to pavements. It serves as a resource for contractors, government agencies, consultants, and others in the transportation infrastructureindustry.
SURFACE PREPARATION
Surface preparation generally takes one of two forms: Preparing the subgrade and granular base course for new pavement. This can involve such activities as subgrade stabilization, over-excavation of poor subgrade, applying a prime coat or compacting the subgrade. BITUMINOUS SURFACE TREATMENTS Bituminous Surface Treatments. A bituminous surface treatment (BST), also known as a seal coat or chip seal, is a thin protective wearing surface that is applied to a pavement or base course. BSTs can provide all of the following: A waterproof layer to protect the underlying pavement. Increased skid resistance. LOADS – PAVEMENT INTERACTIVE Loads, the vehicle forces exerted on the pavement (e.g., by trucks, heavy machinery, airplanes), can be characterized by the following parameters: Loads, along with the environment, damage pavement over time. The simplest pavement structural model asserts that each individual load inflicts a certain amount of unrecoverable damage. EXISTING SURFACE PREPARATION FOR OVERLAYS Overlays (either structural or non-structural) make up a large portion of the roadway paving done today.The degree of surface preparation for an overlay is dependent on the condition and type of the existing pavement. Generally, the existing pavement should be structurally sound, level, clean and capable of bonding to the overlay. SUPERPAVE GRADATION REQUIREMENTS Superpave mix design specifies aggregate gradation control points through which aggregate gradations must pass. These control points are very general and are a starting point for a job mix formula.. These tables (data taken from AASHTO MP 2, Standard Specification for Superpave Volumetric Mix Design) show typical Superpave aggregate specifications for 37.5 mm (1.5 inch) down to 9.5 mm (0.375 PARTIAL DEPTH REPAIR PROCEDURES A typical method for removing spalled concrete is chipping. A shallow vertical saw cut, approximately the depth of the spall, made around the perimeter of the spalled area can be used to prevent a tapering of the repair around the perimeter. Tapering to a shallow depth can contribute to subsequent spalling. Sawing and chipping is sometimesused
THEORETICAL MAXIMUM SPECIFIC GRAVITY MAKING ROLLERS SMARTER Depending on the features and the manufacturer, an Intelligent Compaction roller may cost 3-5% more than a conventional roller, and retrofitting an existing roller with IC equipment can see costs ranging from $50,000-$75,000. In addition to the upfront costs, ICequipment
EQUIVALENT SINGLE AXLE LOAD Although it is not too difficult to determine a wheel or an axle load for an individual vehicle, it becomes quite complicated to determine the number and types of wheel/axle loads that a particular pavement will be subject to over its design life.SURFACE PREPARATION
Surface preparation generally takes one of two forms: Preparing the subgrade and granular base course for new pavement. This can involve such activities as subgrade stabilization, over-excavation of poor subgrade, applying a prime coat or compacting the subgrade. SUPERPAVE GRADATION REQUIREMENTS Superpave mix design specifies aggregate gradation control points through which aggregate gradations must pass. These control points are very general and are a starting point for a job mix formula.. These tables (data taken from AASHTO MP 2, Standard Specification for Superpave Volumetric Mix Design) show typical Superpave aggregate specifications for 37.5 mm (1.5 inch) down to 9.5 mm (0.375 SHHHH! CONTROLLING PAVEMENT NOISE Components of Roadway Noise. Traffic noise is made up of several components. These include engine noise, noise from air movement, exhaust noise, and noise from tire-pavement contact. At high speeds, the tire-pavement interaction makes up the bulk of traffic noise. Thisis
ACI MIX DESIGN
ACI Mix Design. The American Concrete Institute (ACI) mix design method is but one of many basic concrete mix design methods available today. This section summarizes the ACI absolute volume method because it is widely accepted in the U.S. and continually updated by the ACI. Keep in mind that this summary and most methods designated as “mixGRADATION AND SIZE
Gradation and Size. The particle size distribution, or gradation, of an aggregate is one of the most influential aggregate characteristics in determining how it will perform as a pavement material. In HMA, gradation helps determine almost every important property including stiffness, stability, durability, permeability, workability, fatiguePENETRATION GRADING
Penetration grading quantifies the following asphalt concrete characteristics: Penetration depth of a 100 g needle 25 ° C (77 ° F) Flash point temperature. Ductility at 25°C (77°F) Solubility in trichloroethylene. Thin film oven test (accounts for the effects of short-term aging that occurs during mixing with hot aggregate)Retained
STUDDED TIRE INFORMATION The typical studded tire (see Figure 1) is a winter tire with between 60 and 120 inserted small metal studs. These studs are usually made of tungsten carbide (an extremely hard metal), weigh 1.7 – 1.9 grams each and protrude about 1.2 – 1.5 mm from the tire surface. Studs are made by embedding a small metal “jacket” into the tire thenJOINT REPAIR
Pavement distresses that require joint repairs. In CPCD any cracking, breaking, or spalling of slab edges on either side of transverse joints need to be repaired. The repair can be FDR or PDR, depending on the extent of the breaking or spalling. If the distress extends through the depth of the slab or hinders the ability of dowel bars to STONE MATRIX ASPHALT Stone matrix asphalt (SMA) is a gap-graded HMA (Figure 1) that is designed to maximize deformation (rutting) resistance and durability by using a structural basis of stone-on-stone contact (Figures 2-6). Because the aggregates are all in contact, rut resistance relies on aggregate properties rather than asphalt binder properties. LOS ANGELES ABRASION The Los Angeles (L.A.) abrasion test (Figure 1) is a common test method used to indicate aggregate toughness and abrasion characteristics. Aggregate abrasion characteristics are important because the constituent aggregate in HMA must resist crushing, degradation and disintegration in order to produce a high quality HMA.Skip to content
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Pavement Interactive is a free online knowledge base for the paving industry. The site is a repository for encyclopedic articles, news, and information on all topics related to pavements. It serves as a resource for contractors, government agencies, consultants, and others in the transportation infrastructure industry. With its broad coverage, Pavement Interactive can be helpful to a wide range of potential users, including engineers, technicians, equipment operators, inspectors, managers, researchers, and students as well asthe general public.
HISTORY
An overview of the history and basic concepts involved in roadpavements.
MATERIALS
This section will emphasize what each material is, how it is characterized and the typical tests used.TESTING
An overview of concepts related to pavement testing.CONSTRUCTION
Construction quality is crucial to the long-term pavementperformance.
QC & QA
Quality has become one of the most important consumer decision factors in the selecting among competing products and services.DESIGN
When designing pavements there are three fundamental external design parameters to consider. MAINTENANCE & REHABILITATION The combined effects of traffic loading and the environment will cause every pavement to deteriorate over time.PAVEMENT MANAGEMENT
The pavement life cycle includes how pavements are built, and how their condition changes over time.100,000+
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SEALING THE DEAL ON PAVEMENT PRESERVATION*
MAKING ROLLERS SMARTER – INTELLIGENT COMPACTION*
OPEN GRADED FRICTION COURSES – KEEPING AN OPEN MIND*
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