Abstract:
The Washington State Department of Transportation (WSDOT) does not have sufficient pavement preservation funding to keep up with inflation and pavement needs. This has cause WSDOT to emphasize in its preservation program lower-cost options such as chip seals. The study was conducted on several aspects of WSDOT chip seals including (1) the optimum timing for alternating chip seals (or Bituminous Surface Treatment (BSTs)) with hot mix asphalt (HMA) overlays, (2) design of chip seal application rates, and (3) a range of construction and performance factors. The research incorporated surveys, literature reviews, and five BST meetings that were held between 2006 and 2011. All of these activities are summarized in this report. WSDOT has continuously changed both policy and specifications as new information became available for improving their chip seal performance. In recent years, a policy change resulted in using chip seals on roadways with up to 10,000 ADT. As such, a secondary factor examined in this study was maximum ADT levels which provide for sensible chip seal construction.

Authors:
Mahoney, J.P., Slater, M., Keifenheim, C., Uhlmeyer, J., Moomaw, T., Willoughby, K.

Keywords:
chip seals, asphalt, ADT, BST, pavement, HMA, inflation, preservation

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Abstract:
NovaChip is marketed as a pavement rehabilitation, preventive maintenance, or surface treatment that has an extremely durable surface with improved skid resistance and resistance to rutting and wear. As a thin (3/8 to 3/4 inch), gap-graded hot-mix asphalt, NovaChip is recommended for structurally sound pavements and has the possibility of being a viable alternative to a bituminous surface treatment (BST) or a thin dense-graded overlay. For the Washington State Department of Transportation (WSDOT), the first NovaChip application in Washington State was selected as a replacement to a BST or SB17 through the City of Soap Lake. This report summarizes the design and construction experiences learned on this project, performance to date, and includes discussion of costs and future use recommendations in Washington.

Authors:
Uhlmeyer,J. S., Pierce,L. M., Weston,J. T.

Keywords:
NovaChip, asphalt, thin overlay, research

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External Links: http://www.wsdot.wa.gov/research/reports/fullreports/571.1.pdf http://wsdot.wa.gov/Research/Reports/500/571.1.htm

Abstract:
Recently, WSDOT acquired a non-nuclear, non-destructive, density measuring device manufactured by TransTech called a Pavement Quality Indicator (PQI). TransTech's PQI measures pavement density indirectly by measuring its dielectric constant. A non-nuclear gauge is advantageous because it contains no radioactive source and is therefore not subject to radiological controls, and it can obtain readings in about 5 seconds versus to 4 minutes with a nuclear gauge. Currently, TransTech is collecting data from different agencies to determine the suitability for measuring asphalt pavement density. This brief study presents density measurements from PQI and compares them with nuclear density gauge and core density measurements from three WSDOT 1998 paving projects. This evaluation was a secondary study to 1998 study Asphalt Concrete Temperature in Washington State; therefore this study's experimental design was based entirely on the Temperature study requirements, which resulted in non-random samples and multiple populations within the same sample groups. Despite these problems, results indicate that, when averaged, PQI readings compare favorably with both nuclear measurements and core measurements.

Authors:
Muench,S. T., Mahoney,J. P., Cawley,B.

Keywords:
agencies, asphalt, asphalt concrete, asphalt pavement, concrete, control, core densities, data, density, design, evaluation, experimental, group, indicator, ITS, nuclear gauge, pavement, pavement quality, pavement quality indicator, population, project, quality, Study, temperature, Washington, Washington state, WSDOT

Abstract:
Funded by the 1987 Intermodal Surface Transportation Efficiency Act, the Strategic Highway Research Program (SHRP), was a five year, $150 million research program to improve the performance of the nation's roads by addressing four key areas: concrete and structures; highway safety and maintenance; asphalt; and long-term pavement performance. Nearly one-third of the $150 million was allocated for the study of asphalt, specifically to develop performance based specifications that would relate material properties of the binder and the mix to field performance. Superpave (Superior PERforming asphalt PAVEments) encompasses the products of the SHRP asphalt research program and consists of three interrelated elements: an asphalt binder specification with supporting tests; a mix design and analysis system with supporting tests; and performance prediction models. This report is a compilation and synthesis of Washington DOT's (WSDOT) experience with selected components and concepts of the SHRP/Superpave technology to include the following: performance graded (PG) binder usage and specification validation; gyratory mix design; the Superpave Shear Test (SST); and field performance of the Superpave mixes.Binders typically specified by WSDOT (AR400OW and PBAs -2, -5, -6. -6GR) were classified in terms of five Superpave performance grades: PG 58-22; 64-22; 64-28; 64-34; and 70-28. Although data from 171 weather stations suggest that as many as 6 low- and 5 high-temperature grades could be specified, binder availability and regional pavement distress were used to develop guidelines for statewide PG usage. Three binders were recommended for use in the western, northeastern and southeastern regions of the state as follows: PG 58-22; PG 58-34; and PG 64-28, respectively. Validation of the binder specification with respect to low temperature cracking was accomplished using binder and field performance data from 28 projects. The results were very encouraging: the original SHRP algorithm for binder selection correctly "predicted" field performance in 22 of 28 cases, whereas the LTPP algorithm for binder selection correctly "predicted" field performance in 26 of 28 cases.Additionally, a laboratory experiment using the Superpave Shear Test (SST) apparatus was undertaken to test the effectiveness of binder "bumping," i.e., increasing the high temperature grade because of exceptionally high traffic volume and/or slow or standing traffic. The data clearly indicate that the SST is an effective tool for discriminating between binders and that 'bumping" may be effective in reducing pavement rutting. Permanent shear strain for specimens made with a PB 70-xx binder was only 25 to 33% of the shear strain for specimens made with a PG 58-xx binder.As originally configured, the Superpave mix design matrix included seven traffic levels and four temperature regimes for 28 possible compaction levels. Recognizing that the 28 compaction levels made for a somewhat unwieldy system, WSDOT attempted to reduce the number of compaction levels by conducting a series of mix designs at each compaction level. The results of the limited experiment suggest that it might be possible to limit the number of compaction levels required for mix design. Research by Brown et. al. (NCHRP 99) tends to confirm this as they have suggested reducing the number of compaction levels and provided more definitive guidance with respect to each level.Since 1993 WSDOT has place 44 projects which include some component of the Superp ave technology. For 17 of these projects parallel Hveem and Superpave mix designs were conducted. In 13 of the 17 cases, the Superpave design asphalt content was equal to or greater than the Hveem design asphalt content, though the difference was usually no more than 0.2%. A fundamental difference between Hveem and Superpave mix design methods is the compaction device. Data from these field projects indicate that the current kneading and gyratory compaction protocols (at least for 109 gyrations) yield similar air void contents.As noted previously, Washington DOT has placed 44 projects which involve some component of the Superpave technology. For 18 of the projects a conventional Hveem mix design was conducted using a PG binder (Hveem-PG). The remaining 26 projects were truly Superpave, i.e., the materials selection and mix design were established in accordance with the Asphalt Institute's SP2, Superpave Level 1 Mix Design. According to WSDOT practice the following numerical indices trigger maintenance: Pavement Structural Condition (PSC) 10 mm; or International Roughness Index (IRI) > 500 cnVkm. Although relatively "young", the 44 projects are performing quite well. The average values of rutting, PSC, and IRI (4, 91, and 121, respectively) are all well below the "trigger" values. With respect to rutting and PSC, the performance of Hveem-PG and Superpave projects is virtually identical. However, the ride quality of the Superpave projects is a bit rougher than the Hveem-PG binder projects: IRI of 134 for the former and 103 for the latter. The higher values of IRI measured on the Superpave projects may be the result of the typically coarser aggregate gradation or differences in construction techniques.WSDOT's Superpave experience has not been without challenges. Still, its overall experience has been very encouraging. Experimentation with the revised compaction matrix, continued use of the SST, field validation of the "bumping" experiment, and long-term monitoring of field performance will provide the necessary data to allow WSDOTs critical assessment of Superpave's technical merit and economic viability.

Authors:
Leahy,R. B., Briggs,R. N.

Keywords:
SHRP, Superpave, asphalt, intermodal, transportation, transportation efficiency, highway, research, program, performance, concrete, structures, highway safety, safety, maintenance, pavement, specifications, specification, asphalt pavement, pavements, tests, design, analysis, prediction, models, Washington, WSDOT, data, temperature, cracking, LTPP, traffic, volume, compaction, materials, condition, international roughness index, roughness, index, ride quality, quality, aggregate, construction, ITS, monitoring

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Abstract:
This report documents the construction of two experimental test sections of asphalt concrete pavement containing polymer and ground rubber additives. The two sections are located on I-5 south of Olympia, Washington and were constructed in the summer of 1992.The test sections were paved with an open-graded using PBA-6 and asphalt cement binders. PBA-6 is a performance based asphalt cement with a polymer additive. is a performance based asphalt cement but with ground tires as the additive. The is a for a new product developed by the U.S. Oil and Refining Company of Tacoma, Washington. The completed test sections are performing well, although the PBA-6GR section is flushing due to too high of an initial asphalt content. The sections will be monitored of 10 years to determine long-term performance.

Authors:
Livingston,J., Anderson,K. W.

Keywords:
additive, asphalt, asphalt concrete, Asphalt Concrete pavement, Asphalt content, asphalt pavement, concrete, construction, counties, crumb-rubber, developed, experimental, line, open-graded, pavement, pavements, performance, performance based specifications, polymer, rubber, tire, tires, Washington

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Abstract:
The major objectives of this study were to examine: (1) the types of recycled materials that are appropriate and feasible as alternative paving materials such as glass and tires; and (2) the types of recycled materials, such as mixed-plastics and compost, that can be utilized in all types of transportation applications other than pavements. Seven key products are investigated: tires; glass; asphalt concrete fly ash; compost; mixed plastics; and sign stock. Performance and cost data for pavements is documented for both in-state and nationwide applications. The national experience \'with the use of waste glass as an additive to asphalt concrete and its use in unbound base material is so highlighted. Programs for experimental use of recycled material are outlined. Recommendations for staffing and program changes to deal with recycling are also discussed.

Authors:
Swearigen,D. L., Jackson,N. C.

Keywords:
additive, Alternative, applications, asphalt, asphalt concrete, base, base materials, concrete, construction, cost, data, experimental, fly ash, Glasphalt, highway, highway construction, ITS, materials, objectives, pavement, pavements, performance, program, recycled ACP, recycling, Rubber-asphalt, tire, tires, transportation

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Abstract:
The performance of an experimental installation of PlusRide ACP as a bridge deck overlay is summarized in this report. Visual inspections, friction tests, noise readings, and rut depth measurements were taken on both the PlusRide and a rubberized ACP control section. No evidence of better frictional properties, noise reduction or increased service life could be attributed to the PlusRide in comparison with the rubberized ACP control section.

Authors:
Allison,R. E.

Keywords:
asphalt, asphalt pavement, bridge, bridge deck, bridge deck overlay, control, Deck, experimental, friction, inspection, noise, noise reduction, overlay, pavement, performance, PlusRide, resistance, Rubberized, tests

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External Links: http://wsdot.wa.gov/Research/Reports/100/130.2.htm

Abstract:
This report describes the construction of an experimental section of asphalt concrete pavement overlay which contained the additive carbon black. A long term evaluation of the overlay seeks to determine if there is a significant difference in performance between it and an adjacent control section of pavement which contains no additive.Preliminary laboratory results indicate that the viscosity/temperature curve for the carbon black asphalt binder has been altered in a way that the temperature susceptibility of the pavement is decreased.

Authors:
Livingston,J.

Keywords:
additive, asphalt, asphalt concrete, Asphalt Concrete pavement, Carbon black, concrete, construction, control, evaluation, experimental, overlay, pavement, performance, susceptibility, temperature, terperature susceptibility

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Abstract:
Often upgrading an aged asphalt concrete pavement involves overlaying a cracked pavement with new asphalt concrete. However, usually the substrate cracks reflect through the new overlay under repeated service loading. Full depth cold-mix recycles asphalt is an alternative that eliminates the potential for reflective cracking. Generally, the performance of cold-mix recycled asphalt concrete pavements in the United States supports its use as base course in flexible pavements. The conditions of three Washington experimental 'cold-mix' pavements after about 6 years of service varied from fair to good, depending on the level of truck traffic. The wheel track rutting of those pavements was not significantly different from rutting that might be expected from conventional flexible pavements under the same conditions. Although the potential for fatigue cracking exists, as it does in conventional flexible pavements, full depth recycling of asphalt concrete eliminates the cause of reflective cracking.

Authors:
Babaei,K., Walter,J. P.

Keywords:
pavement, asphalt, cold-mix recycling, asphalt concrete, reflective cracking

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Abstract:
The two fabric reinforcement products, Petromat and Mirafi 140, placed between a 0.35 ft. overlay of asphalt concrete and an existing PCC pavement have successfully prevented the occurrence of transverse reflective cracking for the 11 year period since completion of the overlay.

Authors:
Allison,R. E.

Keywords:
asphalt, asphalt concrete, concrete, cracking, Fabric reinforcement, mirafi 140, overlay, pavement, PCC, petromat, reflective cracking, reinforcement

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External Links: http://wsdot.wa.gov/Research/Reports/100/175.1.htm

Abstract:
Experimental installation of rubber-asphalt binder stress absorbing membrane interlayers were evaluated for their ability to delay or prevent reflective alligator cracking. The final results are inconclusive in that after 10 years of service life neither the control sections paved without an interlayer or the remainder of the projects paved with the interlayer have shown any reflective alligator cracking. It is suspected that the thickness of the overlay in combination with the sound structure of the underlying pavement has masked any of the benefits of the interlayer.

Authors:
Allison,R. E.

Keywords:
Alligator Cracking, asphalt, benefit, benefits, control, cracking, experimental, membrane, overlay, pavement, Reflection Cracking, rubber, Rubber-asphalt, SAMI, stresses

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External Links: http://wsdot.wa.gov/Research/Reports/100/185.1.htm

Abstract:
This study compares the results of four asphalt extraction methods; the Quick (WSDOT 711), the Vacuum (AASHTO T-164 Method E-11), the Centrifuge (AASHTO T-164 Method A), and the Reflux (AASHTO T-164 Method D).The methods are compared on the basis of the amounts of trichloroethane used, the exposure to trichloroethane while testing, the time needed to do the testing, and the accuracy of the asphalt content and aggregate gradation determinations (with the Reflux method serving as the standard of comparison). It was concluded that the Quick method was the best alternative to the method, based primarily on the speed of the test and its close agreement with the method on asphalt content and percent passing the sieve. All methods provided exposure to trichloroethane vapor below the recommended allowable levels.

Authors:
Schultz,R. L.

Keywords:
aggregate, Alternative, asphalt, Asphalt content, exposure, Extraction, gradation, ITS, speed, Trichoroethane, WSDOT

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Abstract:
This is a manual written for those who direct or physically construct asphalt seal coats. The text is based on field experiences. The manual contains: - The reasons for seal coating - Each type of seal coat is discussed as to the purposes of the seal and how it is constructed - Particular emphasis is on chip seals and the factors which can affect obtaining consistently good seal coat. Some of these factors are the weather, the road surface on which the seal is laid, the type of asphalt used, the handling and storage of the asphalt, the choice of cover rock, how to control the uniform distribution and application of the asphalt and rock, the coordination of the seal coat operation, and the post-seal inspection and possible immediate correction. This manual is concise but detailed in the appropriate areas with the liberal use of graphics.

Authors:
Wyckoff,C.

Keywords:
asphalt, chip seal, control, inspection

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Abstract:
The use of BoniFibers fiber reinforced Asphalt Concrete Pavement (ACP) at three City of Tacoma intersections is reported. Product selection, fiber reinforced ACP mix design, old pavement removal, construction and evaluations are documented.BoniFibers fabric reinforced ACP appears to provide a durable roadway at intersections that have a high volume of turning and heavy traffic. Continued monitoring of the City of Tacoma fiber reinforced ACP is recommended until major deterioration occurs.

Authors:
Toney,C. A.

Keywords:
asphalt, asphalt concrete, Asphalt Concrete pavement, Bonifibers, concrete, construction, design, deterioration, evaluation, fiber Reinforced ACP, fiber reinforced pavement, monitoring, pavement, pavements, Polyester Fibers, Polymar Fibers, roadway, traffic, volume

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Abstract:
This is the final report of PlusRide being used as the wearing course on a bridge deck overlay.A Class D Asphalt Concrete pavement which is an open graded friction course was used on an adjacent bridge as a control for the PlusRide. The PlusRide claims were high friction resistance, reduced noise, increased fatigue properties and deicing characteristics. The PlusRide cost 50 percent more that the Class D and the friction resistance, noise levels and fatigue properties were the same for the PlusRide and Class D. The deicing characteristics could not be confirmed due to the absence of surface icing on highways in the Yakima area.

Authors:
Peters,A. J., Schultz,R. L.

Keywords:
asphalt, asphalt concrete, Asphalt Concrete pavement, asphalt pavement, bridge, bridge deck, bridge deck overlay, claims, Class D, concrete, control, cost, Deck, fatigue, friction, highway, Highways, noise, overlay, pavement, PlusRide, resistance

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Abstract:
This is the final report of an evaluation of an Asphalt-Rubber Binder Stress Absorbing Membrane Interlayer (SAMI) to control transverse, alligator and longitudinal cracking in the asphalt concrete overlay.A control section consisting of a tack coat of CSS-1 applied to the existing pavement was used to compare against the Asphalt-Rubber SAMI and a paving grade asphalt SAMI. Crack mapping for a period of 9 years disclosed the Asphalt-Rubber SAMI to perform slightly better that the paving grade asphalt and much better that the control.

Authors:
Peters,A. J., Schultz,R. L.

Keywords:
asphalt, asphalt concrete, asphalt overlays, Asphalt-Rubber, concrete, control, cracking, evaluation, membrane, overlay, pavement, SAMI, stresses

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Abstract:
This is the post construction and one year evaluation Report of being used as the wearing course on a bridge deck overlay under very high traffic volumes. A rubberized Class D Asphalt Concrete Pavement friction course was used on an adjacent bridge to compare against the PlusRide. The properties evaluated were friction resistance, noise, fatigue properties and deicing characteristics. The friction and noise properties are the same. The PlusRide has deeper ruts and large areas in the traveled lane have delaminated. The deicing characteristics have not been confirmed. The rubberized class ACP is performing better than the PlusRide.

Authors:
Peters,A. J., Schultz,R. L.

Keywords:
asphalt, asphalt concrete, Asphalt Concrete pavement, asphalt pavement, bridge, bridge deck, bridge deck overlay, bridges, Class D, concrete, construction, Deck, evaluation, fatigue, friction, friction course, noise, overlay, pavement, PlusRide, resistance, Rubberized, traffic, traffic volumes, volume

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Abstract:
This report describes the construction of experimental asphalt-rubber open-qraded friction course overlays on I-5 in Vancouver, Washington. A 1200 foot section of open-graded pavement was included as a control section. Evaluations will be conducted over a period of three years to measure the performance of the rubber and polymer sections against the control section of conventional open-graded pavement.Initial observations and tests show no significant differences between the control and the asphalt-rubber and polymer sections.

Authors:
Anderson,K. W.

Keywords:
asphalt, asphalt pavement, Asphalt-Rubber, construction, control, evaluation, experimental, friction, friction course, open-graded, overlay, overlays, pavement, performance, PlusRide, polymer, rubber, tests, Washington

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Abstract:
Asphalt mixes modified with the addition of reclaimed rubber granules (PlusRide) and polyester fibers (BoniFibers) were used in a 0.12-ft overlay of a badly distressed section of AC pavement. The distress consisted of transverse and longitudinal cracking which was reflecting through from the underlying old PCC pavement and severe alligator cracking which was an age related fatigue problem. A section of standard Class B dense graded ACP was also put down to serve as a control section for judging performance.The three sections are to be monitored over a period of three years to determine the effectiveness of the asphalt additive products in preventing the reflection of the distresses noted in the underlying pavementfrom showing through in the overlay. The first year inspection revealed that the PlusRide section was showing some longitudinal cracking over the old PCC lane edge. The BoniFibers section was also showing the same longitudinal distress over the lane edge of the underlying PCC plus a small amount of transverse cracking.

Authors:
Anderson,J. L.

Keywords:
additive, Alligator Cracking, asphalt, asphalt pavement mixtures, Bonifibers, control, cracking, Distress, effectiveness, evaluation, fatigue, inspection, overlay, pavement, PCC, performance, PlusRide, polyester, Polyester Fibers, reflective crack prevention, rubber

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Abstract:
The Washington State Department of Transportation (WSDOT) has completed construction of twenty-four hot-mix recycle projects as of January, 1985. At the begining of this study there were sixteen completed projects that were to be examined. Evaluation of the laboratory and pavement performance data shows that WSDOT\'s initial two projects, Renslow to Ryegrass (1977) and Yakima River to West Ellensburg Interchange (1978), are still performing very we1l. Although the other fourteed projects have been constructed only within the last two and a half years, the early data indicates equally promising results. Because of the impressive pavement performance exhibited by the recycled pavements, together with hot-mix recycle benefits such as conservation of natural resources, feasibility of construction, and its cost advantage over new ACP, hot-mix recycling has become an attractive addition to the WSDOT paving program.

Authors:
Peters,A. J., Gietz,R. H., Walter,J. P.

Keywords:
asphalt, asphalt concrete, benefit, benefits, construction, cost, data, evaluation, ITS, pavement, pavement performance, pavements, performance, program, project, recycling, rejuvenating agents, Study, transportation, Washington, Washington state, WSDOT

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Abstract:
The Washington State Department of Transportation (WSDOT) has completed construction of twenty-four hot-mix recycle projects as of January, 1985. At the begining of this study there were sixteen completed projects that were to be examined. Evaluation of the laboratory and pavement performance data shows that WSDOT's initial two projects, Renslow to Ryegrass (1977) and Yakima River to West Ellensburg Interchange (1978), are still performing very we1l. Although the other fourteed projects have been constructed only within the last two and a half years, the early data indicates equally promising results. Because of the impressive pavement performance exhibited by the recycled pavements, together with hot-mix recycle benefits such as conservation of natural resources, feasibility of construction, and its cost advantage over new ACP, hot-mix recycling has become an attractive addition to the WSDOT paving program.

Authors:
Peters,A. J., Gietz,R. H., Walter,J. P.

Keywords:
asphalt concrete, asphalt, recycling, rejuvenating agents

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Abstract:
The use of liquid anti-stripping additives (LAA) for reducing moisture damage in asphalt concrete pavements was evaluated using pavement cores from pairs of projects with-and-without LAA. Results were analyzed using the tensile strength ratio (TSR). In addition, a diazo-dye for determining the presence and concentration of LAA was attempted to access the value or the test as a field procedure. The chemical additive detection tests proved inclusive, but the TSR analysis gave a positive indication of the need for the use of LAA in the wetter environments of the state, For drier environments and for low traffic volumes, use of LAA may not be cost effective. The indirect tensile test was judged to be a potentially valuable tool for statewide use in the evaluation of stripping additive needs.

Authors:
Malsch,D. A.

Keywords:
additive, analysis, anti-stripping agents, asphalt, asphalt concrete, Asphalt Concrete pavement, bituminous concrete, Chemical, concrete, cost, cost effective, damage, detection, diazo-dye test, effectiveness, environment, evaluation, indirect tension test, moisture damage, pavement, pavement life, pavements, project, strength, stripping, tests, traffic, traffic volumes, volume

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Abstract:


Authors:
Mahoney,J. P., Jackson,N. C.

Keywords:
asphalt, pavement, design, performance

Abstract:


Authors:
Mahoney,J. P.

Keywords:
pavement, asphalt, overlay

Abstract:
This study was conducted to determine the wear characteristics of bridge decks overlayed with Class D (open-graded) asphalt concrete. A total of 74 bridges were inspected and rated during the period May to August, 1984.This study was conducted to determine the wear characteristics of bridge decks overlayed with Class (open-graded) asphalt concrete. A total of 74 bridges were inspected and rated during the period May to August, 1984. A rating system was developed to allow a numerical comparison between bridges, and also to establish levels of tolerable differences. Values for a variety of problem areas were assigned in ascending order according to severity. Refer to page 10 for deficiency rating values, To use the system the bridge deck is inspected and values assigned according to visual observations. For example, if a bridge deck had some raveling, severe rutting and a transverse crack at the expansion joint, a rating of 5 (some raveling) 6 (severe rutting) + 2 (traverse expansion joint crack) = 13 would be applied. To further clarify the rating system used on page 4 through under the column headed \"Class of Defects\", the following examples are used. 1. On page 4, Bridge No. E had a rating of The rating total would be = 10, which is in the column headed \"Rating\". 2. On page 5, Bridge No. W had a rating of B-4. The rating total would be B (expansion dam failure) + 4 (some rutting). Since there is no numerical value for B the total is 4, which is listed in the column headed \"Rating\". After comparing ratings of all 74 bridges, three of serviceability were established, Categories A, and C, which are discussed in detail in the memo of August 13, 1984, on page 2 Photo Examples Rating 0-Category A -Bridge No. 90/59E-N -page 35 Rating 2 -Category A -Bridge No. -pages 51-52 Rating 6 -Category -Bridge No. -page 13 Rating 10 -Category B Bridge No. E -page 15 Rating 21 -Category C -Bridge No. N -pages 46-47

Authors:
Gietz,R. H.

Keywords:
asphalt, asphalt concrete, bridge, bridge deck, bridge deck overlay, bridge decks, bridges, Class D, concrete, Deck, overlay, overlays

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Abstract:


Authors:
Mahoney,J. P.

Keywords:
pavement, asphalt, frost

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Abstract:
Statewide sampling of highway runoff continued through 1980-81, and the resulting data has been aggregated with that from previous years to further investigate pollutant loadings. Results have validated the solids loading model previously proposed by Asplund (1980) for Western Washington Highways and tentatively extended the model to Eastern Washington. Loading of there pollutants can be predicted from total suspended solids loading using ratios derived from the data. These ratios may be taken as constants at any Washington State location for some pollutants or as linear functions of traffic or other contaminants. Comparison of runoff from a sulfur-extended asphalt pavement with runoff elsewhere indicates higher sulfate loads in the former case. A limited sampling program along an uncurbed highway section observed higher pollutant concentrations from these sections to curbed areas. Sampling of solids adhering to the undercarriage of automobiles produced widely varying results but suggested that vehicles traveling on rural or unpaved roads accumulate significant amounts of solids that can be released on highways. The final year of field sampling will concentrate on improving the loading models, especially for Eastern Washington application, and continuing the sulfur extended asphalt study with a functional control site experiencing the same conditions.

Authors:
Tai Wik,David Chui, Mar,B. W., Horner,R. R.

Keywords:
analysis, asphalt, asphalt pavement, Concentrations, condition, control, data, extended asphalt, highway, highway runoff, Highways, loads, model, models, pavement, pollutant loading, Pollutants, program, runoff, rural, sampling, statistical analysis, sulfur, suspended solids, traffic, Washington, Washington state

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Abstract:
This report assesses the availability and pricing of sulfur with respect to sulfur extended asphalt paving mixtures. The assessment includes a review of past and current trends as well as sulfur estimates up to the year 2000 for the United States and specifically the State of Washington.

Authors:
Mahoney,J. P., Loose,M. K., Lary,J. A.

Keywords:
asphalt, Assessment, availability, demand, extended asphalt, Interim, mixture, pavement, pricing, review, sulfur, Sulfur asphalt, supply, Washington

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Abstract:
This report provides a summary of a laboratory study on sulfur extended asphalt paving mixtures. The following major features were included in the study: 1.Design of laboratory-experiment which included the use of mixtures which contained various amounts of sulfur, two viscosity levels of asphalt cement, and two of aggregate (basalt and granite).2. Evaluation of mixture design methods (Hveem and Marshal ). 3. Determination of optimum binder contents.4. Evaluation of mixture durability and aging characteristics.5. Development of revised mixture design criteria.

Authors:
Mahoney,J. P., Lary,J. A., Balgunaim,F., Lee,T. C.

Keywords:
aggregate, aging, asphalt, criteria, design, design criteria, development, durability, evaluation, extended asphalt, methods, mixture, performance, stiffness, Study, sulfur, viscosity

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Abstract:
This summary report overviews two previously issued study reports. One report assesses the availability and pricing of sulfur with respect to sulfur extended asphalt (SEA) paving mixtures. The second study report concerned a laboratory oriented testing program which was principally used to examine the durability and aging characteristics of SEA paving mixtures.

Authors:
Mahoney,J. P.

Keywords:
aging, asphalt, asphalt pavement, availability, demand, durability, evaluation, Executive, Executive Summary, extended asphalt, mixture, pavement, pavement evaluation, performance, pricing, program, Study, sulfur, supply

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Abstract:
This report summarizes the placement and performance of sulfur extended asphalt (SEA) paving mixtures at a highway test site (SR 270) near Pullman, Washington. The report includes a summary of the mixture and structure designs and construction details. This is followed by a discussion of the data collection and analysis accomplished over a three year evaluation period (1979 - 1982). A major experimental feature of the study was the use of 0/100 (conventional asphalt concrete), 30/70 and 40/60 SEA binder ratios (sulfur/asphalt ratios are expressed as weight percents) in the experimental paving mixtures.

Authors:
Mahoney,J. P.

Keywords:
analysis, asphalt, asphalt concrete, asphalt pavement, concrete, construction, data, data collection, data collection and analysis, design, evaluation, experimental, extended asphalt, highway, mixture, pavement, pavement performance, performance, Study, sulfur, Washington, weight

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Abstract:
This summary report provides an overview of the performance of sulfur extended asphalt (SEA) paving mixtures at the WSU Test Track (Pullman, WA). A brief description of the mix designs, pavement structural design, test track loading apparatus and test pavement configurations is followed by a description of selected test track data (accelerations, temperatures and stain measurements). Finally, a description of the fatigue relationships developed from the WSU Test Track data is presented. Included are laboratory fatigue results.

Authors:
Mahoney,J. P.

Keywords:
911, asphalt, asphalt pavement, construction, data, design, developed, evaluation, Executive, Executive Summary, extended asphalt, fatigue, mixture, pavement, pavement evaluation, pavement performance, performance, sulfur, temperature, test track

Abstract:
This executive summary overviews the placement and performance of sulfur extended asphalt (SEA) paving mixtures at a highway test site (SR 270) Width3Width8608Width3Width8608 near Pullman, Washington. This is the sixth and last report of this study.

Authors:
Mahoney,J. P.

Keywords:
asphalt, asphalt pavement, Executive, Executive Summary, extended asphalt, highway, mixture, pavement, performance, Study, sulfur, Washington

Abstract:
This report summarizes the placement of sulfur extended asphalt (SEA) paving mixtures at two test sites near Pullman, Washington. One site was on an existing state highway and the other made use of the Washington State University Test Track. The report includes the preliminary mix designs, pavement thickness determination, construction details and initial performance data for the test pavements. A major experimental feature of the study was the use of 0/100 (conventional asphalt concrete), 30/70 and 40/60 SEA binder ratios in the experimental paving mixtures.

Authors:
Mahoney,J. P., Christensen,D. R., Terrel,R.

Keywords:
asphalt, asphalt concrete, asphalt pavement, concrete, construction, data, design, evaluation, experimental, extended asphalt, highway, mixture, pavement, pavement evaluation, pavement performance, pavements, performance, Study, sulfur, test track, Washington, Washington state

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Abstract:
Two forms of pavement distress were noted on recent asphalt concrete overlay projects. A general loss of wearing surface under traffic action, termed surface ravelling, was observed on three projects starting the first season after construction.Two forms of pavement distress were noted on recent asphalt concrete overlay projects. A general loss of wearing surface under traffic action, termed surface ravelling, was observed on three projects starting the first season after construction. A concentrated, local loss of surface material in narrow longitudinal strips, designated as strip ravel ing, was observed on four projects approximately the second season after completion. Construction record reviews and field testing and sampling of these projects along with four undistressed projects were made to define the construction methods and equipment used and to obtain samples from areas of good and bad pavement condition. These samples were tested to determine the strength of the compacted mix, and of the aggregate and asphalt constituents. Common factors from the projects showing surface ravelling were a thin lift pavement overlay placed late in the paving season with a tendency toward less than optimum asphalt content. The resulting pavement had high air void content and was readily abraded by traffic during ensuing severe winter weather. Recurrence of this type of problem can best be prevented by increased emphasis on proper compaction and mix design. Remedial work on the present projects should be directed toward a seal coat application. Strip ravelled projects were found to have similar pavement properties in ravel and non-ravel led sections and general to be within desirable limits. Lower strength in resilient modulus tests and physically observed asphalt stripping in the ravelled sections indicate a localized failure of the asphalt aggregate bond. The failure occurrence in narrow longitudinal strips indicates a cause associated with paving operations--possibly differential compaction or hydrocarbon contamination. Preventive measures should ensure uniform compaction and more thorough checking of stripping tendencies. Corrective measures will require continued patching and possibly removal and replacement of affected pavement.

Authors:
Gietz,R. H.

Keywords:
aggregate, asphalt, asphalt concrete, asphalt pavement, compaction, concrete, condition, construction, construction methods, contamination, design, Distress, investigaton, overlay, pavement, resilient modulus, sampling, season, strength, tests, traffic, winter

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Abstract:
This report presents some data obtained from testing twenty-two different types of overlays on three concentric tracks at the G.A. Riedesel Pavement Testing Facility at Washington State University. Six different passenger winter tires were tested, including unstudded, a garnet dust snow retread, and four different types of studs. The data represents a testing period from November 20, 1972 to February 20, 1973 and a total 300,000 revolutions, that is 900,000 wheel applications on the inside track and 300,000 wheel applications on the outside track.The results reveal that the different polymer, concretes show the least wear, and that rubber additives improved the performance of some of the asphalt concrete overlays. The type #2 stud continually showed less wear than the other types of studs. Comparisons with the previous ring reveals that the present ring overlays showed less wear, and that stud protrusions are much less. A comparison and discussion of the results from both rings a t this wheel application range is presented. The results from the present data are also discussed. The results are tentative and may change as the present test continues.

Authors:
Krukar,M., Cook,J. C.

Keywords:
applications, asphalt, asphalt concrete, concrete, concrete overlays, data, effects, facilities, Interim, overlay, overlays, pavement, Pavement overlays, performance, Phase II, polymer, rubber, snow, Studded, studded tire, studs, tire, tires, Washington, Washington state, winter

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Abstract:
Four different types of pavement marking materials were tested in Ring #6; three brands of striping paints and one thermoplastic stripping tape. These striping materials were applied on two sections, the ploymer ranked on the basis of appearance, wear, and whiteness.The thermoplastic striping material consistently outperformed the three paints. The materials wore more rapidly on the polymer cement concrete that on the asphalt concrete and the ranking order for the paints was different for the two sections. The Type #3 stud seemed to have worn the paints more rapidly than either #4, #2, GST, US and UST studs and tires in that order respectively. The superiority of the ethermoplastic striping tape was due to its thickness and its construction. Last year Kennametal, Inc. sent the Transportation Systems Section four different types of traffic paint and a thermoplastic striping tape. Time did not permit the testing of these materials in Ring #5, so these materials were tested in Ring # 6.

Authors:
Krukar,M.

Keywords:
asphalt, asphalt concrete, concrete, construction, effects, ITS, materials, pavement, Phase II, polymer, striping, striping paints, stripping, Studded, studded tire, studded tires, studs, System, systems, tire, tires, traffic, transportation

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Abstract:
In many parts of the world, the design of flexible pavement is still based on empirical methods which have developed from engineering experience. These empirical methods cannot be extrapolated beyond their limits without full scale trials to prove their applicability. In recent years, however, the increase of traffic, both in volume and axle loads, has led to the failure of many roads previously considered well designed. For this reason, therefore, researchers realized that a closer look at the pavement materials was desirable in order to develop a rational design procedure. Due to the complexity of characterizing pavement materials, and the limitations of instrumentation, much of the reported work offered little help in changing design practice. This is, perhaps, due to many simplifying assumptions which had to be introduced in the experimental procedure as well as the interpretation of the test results. Recently, however, there has been a sharp advancement in test instrumentation and an outstanding progress in processing the experimental results. This has been reflected through many fine investigations and has increased the demand for more improvements. An asphalt pavement is a complex structure whose function is to provide a suitable surface for a highway, an airport, or other off-highway facility. The load of a vehicle or an aircraft is transmitted through the multilayered system of processed materials which have different mechanical properties. The stress distribution within this system is highly complex and to a large extent is dependent on the relative stiffnesses of the individual layers.

Authors:
Terrel,Ronald L., Awad,S.

Keywords:
asphalt, asphalt pavement, axle, base, behavior, demand, design, developed, experimental, facilities, fine, highway, improvement, loads, materials, methods, pavement, stiffness, stresses, System, traffic, volume

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Abstract:
This report presents results obtained from testing at the A. Riedesel Pavement Testing Facility at Washington State University during the period of November 20, 1972 to May 1973. The purpose of this project was three-fold: (1 to determine pavement wear caused by studded tires; 2) to evaluate the resistance of different pavement overlays used in the states of Washington and Idaho to wear caused by studs; and 3) to test pavement materials and overlays to reduce tire stud damage. Ring and Phase of this project consisted of three concentric tracks on which 16 tires traveled in eight wheel paths. Four types of studs in passenger snow two types of passenger tires, and unstudded truck tires, and 22 sections of various types of pavement overlays and surfacings were tested. Four different stripes were also tested. The results are based on wear in terms of rate of wear, area removed, maximum and average rut depths using the WSU profilometer and the camera wire shadow box apparatus. Skid resistance values were measured using the California Skid Tester and the English Portable Skid Tester. The results are valid only under WSU testing conditions. The findings indicate that some pavement overlays are resistant to the effect of studded tires than others. All types of studded tires tested caused some pavement wear and this affected skid resistance values. Some of the newer types of studs reduced wear of various pavement overlays. The pavements having the most wear resistance had the skid resistance retention characteristics. Additives to asphalt skid resistance helped wear resistance characteristics but lowered skid resistance on characteristics.

Authors:
Krukar,M., Cook,J. C.

Keywords:
asphalt, California, camera, condition, damage, facilities, materials, overlay, overlays, pavement, Pavement Durability, life & performance, asphalt pavement, portland cement concretes, overlays, surface textures, studded tires, skid resistance, pavements, project, repair, resistance, skid resistance, snow, studded tire, studded tires, studs, tire, tires, truck, Washington, Washington state

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Abstract:
The purpose of this study was to investigate the acoustic effects of two topping materials used on bridges in the Seattle area. One material was applied to the bridge on Interstate-5 which crosses the Duwamish River. It is an English product called Sprag-Grip which is supposed to have very good anti-skid properties, as well as the ability to stick to the road in thin layers thus making it suitable for the repair of worn surfaces. The other material is an epoxy -asphalt mixture which was applied to some sections of the Evergreen Point Floating Bridge over Lake Washington, particularly over sections where worn grating was causing excessive noise. Hopefully, this substance will be capable of long-term sticking in relatively thin layers. Of the two materials, it was found that the epoxy-asphalt topping on the Evergreen Point Floating Bridge was by far the quieter, and, at least as newly applied, proved to be very quiet at the road/tire interface. It is likely that this good acoustic performance is due to the smoothness of the surface rather than directly to the fact that the material contains epoxy. The role of the epoxy would be as an adhesive and to resist wear so that its original acoustic performance could be maintained for a considerable length of time. Spray-Grip, on the other hand, although slightly quieter than the rutted, worn roadway, was not as quiet as the original unworn road surface. Experimental Procedures The primary contribution of a road surface to the noise 'radiating from a vehicle is in the noise emitted at the road/tire interface; therefore, the major thrust of this effort was directed toward measuring this effect. There also were some measurements of community noise levels before and after the resurfacing of the bridges. The tire noise tests were taken on the right rear wheel of a Laboratory station wagon upon which a new tire was mounted (a Pennsylvania Patrol Special, size 8. 55-15). (The tread design and depth of this tire are shown on page 2. ) This tire was mounted on a wheel and used on the vehicle only daring tests. Between tests it was stored so that unnecessary wear would not change its acoustic character-teristics. The noise pickup device was a specially baffled microphone located about 7 inches from the road/tire interface by a bracket holding it on the outside of the tire. One of the major problems in making noise measurements of this type is to have a microphone that will pick up only tire noise and be baffled from wind noise. This problem has been solved by a microphone baffling system especially designed by this Laboratory.

Authors:
Foss,Rene N.

Keywords:
asphalt, bridge, bridges, community noise, design, Epoxy, experimental, floating bridge, highway, ITS, materials, mixture, noise, Noise Levels, noise measurements, performance, repair, roadway, seattle, Study, System, tests, tire, tire noise, Washington, wind, Wind Noise

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Abstract:
The purpose of this study was threefold: (1) Develop empirical equivalencies from all four rings, (2) develop a design method for overlays based on field deflections; and (3) evaluate the validity of data obtained from instrumentations in terms of n-layer elastic theory and then develop theoretical equivalencies.This was done. Field equivalencies were developed and they indicated that superiority of the treated base materials over the untreated. A design method was developed which could be used for predicting when an overlay was needed and what thickness was needed to withstand certain equivalent wheel loads and deflections.Using computer programs for n-layer elastic theory developed by Chevron Research Company, deflection stresses and strains were computed and compared with field data. Assumptions about the material behavior and condition were made based on laboratory data obtained from The Asphalt Institute and field knowledge, and were used to help predict the behavior of pavements. The results were encouraging and indicate that field measurements generally were comparable with elastic layer theory predictions. This will help to develop and modify existing design limits for stresses, strains and deflection for future work.Equivalencies based on theoretical deflections, stresses and strains indicate the difficulty of assigning precise values. These values also indicate the superiority of treated materials over the untreated materials.

Authors:
Krukar,M., Cook,J. C.

Keywords:
analysis, asphalt, base, base materials, behavior, computer, computer program, condition, data, design, equivalencies, evaluation, experimental, loads, materials, overlay, overlays, pavement, pavements, prediction, program, research, strains, stresses, volume, wheel load

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Abstract:
Three different kinds of base material of varying base thicknesses were tested at the Washington State University Test Track on Ring #3 during the fall of 1967 and the spring of 1968. Twelve 18-foot test sections consisting of 4.5, 7.0, 9.5 and 12 inches of untreated crushed rock surfacing top course base; 3.0, 5.0, and 7.0 and 9.0 inches of emulsion treated crushed surfacing top course base; and 0.0, 2.0, 3.5 and 5.0 inches of special non-fractured screened aggregate asphalt treated base, covered by a uniform 3.0-inch thick Class "B" asphalt concrete wearing course were tested during this period. This pavement structure was built on a clay-silt subgrade soil.Instrumentation consisted of moisture tensiometers, strain gages, pressure cells, LVDT gages and thermocouples for measuring moisture, strain, stress, dynamic deflections and temperatures. Benkleman beam readings were taken.The testing period revealed that the fall failure modes were different from the spring failures. The fall failure patter started from transverse cracks in the thin sections which developed into alligator cracking patterns. These cracks appeared after a period of cold weather and heavy rains followed by a warming period. It seems that thermal and mechanical loads were responsible for the fall failures on the thin sections. The spring failures were very rapid and sudden and were due to environmental factors which led to saturated subgrade, thus resulting in poor bearing capacity. Punching shear was the failure mode. The thickest sections survived without cracks but developed severe rutting. Examination revealed that these ruts extended into the subgrade and that fatigue cracking was developing on the bottom of the bases.Comparison of the results with those obtained from Ring# 2, which was similar in base materials and thickness, show that they were similar in many respects. This indicates that the test track is capable of replicating results and is a reliable research instrument.Equivalencies were developed for the different materials. On this basis the special aggregate asphalt treated base was superior to the emulsion treated and untreated crushed rock bases in that order. These results were comparable to those obtained from test Ring #2.Maximum values for static and dynamic deflections, strains and stresses for different times and temperatures were developed. The lateral position of the dual tires with respect to the gage severely affected the strain, stresses and deflection values. Temperature also caused variations in the measurements. Spring instrument readings for static and dynamic deflections, strain and stress show increased values by as much as 2 to 4 times of those obtained in the fall. Spring subgrade conditions probably are responsible for these differences.Ring #3 series operational time was twice that of Ring #2 and sustained four times the wheel load applications. Construction and testing environmental conditions were superior to those for Ring #2 and hence contributed to the longer test period. This points out that environmental factors are very important in pavement life.

Authors:
Krukar,M.

Keywords:
aggregate, Alligator Cracking, applications, asphalt, asphalt concrete, base, base materials, bearing capacity, Benkleman beam, concrete, condition, construction, cracking, dual tires, environmental, experimental, fatigue, fatigue cracking, loads, materials, pavement, pavement life, pressure, pressure cell, rain, research, research at the WSU, strains, stresses, subgrade, temperature, test track, tire, tires, volume, Volume No.4, Washington, Washington state, wheel load

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Abstract:
Three different kinds of base material of varying base thicknesses were tested at the Washington State University Test Track on Ring #3 during the fall of 1967 and the spring of 1968. Twelve 18-foot test sections consisting of 4.5, 7.0, 9.5 and 12 inches of untreated crushed rock surfacing top course base; 3.0, 5.0, and 7.0 and 9.0 inches of emulsion treated crushed surfacing top course base; and 0.0, 2.0, 3.5 and 5.0 inches of special non-fractured screened aggregate asphalt treated base, covered by a uniform 3.0-inch thick Class "B" asphalt concrete wearing course were tested during this period. This pavement structure was built on a clay-silt subgrade soil.Instrumentation consisted of moisture tensiometers, strain gages, pressure cells, LVDT gages and thermocouples for measuring moisture, strain, stress, dynamic deflections and temperatures. Benkleman beam readings were taken.The testing period revealed that the fall failure modes were different from the spring failures. The fall failure patter started from transverse cracks in the thin sections which developed into alligator cracking patterns. These cracks appeared after a period of cold weather and heavy rains followed by a warming period. It seems that thermal and mechanical loads were responsible for the fall failures on the thin sections. The spring failures were very rapid and sudden and were due to environmental factors which led to saturated subgrade, thus resulting in poor bearing capacity. Punching shear was the failure mode. The thickest sections survived without cracks but developed severe rutting. Examination revealed that these ruts extended into the subgrade and that fatigue cracking was developing on the bottom of the bases.Comparison of the results with those obtained from Ring# 2, which was similar in base materials and thickness, show that they were similar in many respects. This indicates that the test track is capable of replicating results and is a reliable research instrument.Equivalencies were developed for the different materials. On this basis the special aggregate asphalt treated base was superior to the emulsion treated and untreated crushed rock bases in that order. These results were comparable to those obtained from test Ring #2.Maximum values for static and dynamic deflections, strains and stresses for different times and temperatures were developed. The lateral position of the dual tires with respect to the gage severely affected the strain, stresses and deflection values. Temperature also caused variations in the measurements. Spring instrument readings for static and dynamic deflections, strain and stress show increased values by as much as 2 to 4 times of those obtained in the fall. Spring subgrade conditions probably are responsible for these differences.Ring #3 series operational time was twice that of Ring #2 and sustained four times the wheel load applications. Construction and testing environmental conditions were superior to those for Ring #2 and hence contributed to the longer test period. This points out that environmental factors are very important in pavement life.

Authors:
Krukar,M., Cook,J. C.

Keywords:
aggregate, Alligator Cracking, applications, asphalt, asphalt concrete, base, base materials, bearing capacity, Benkleman beam, concrete, condition, construction, cracking, dual tires, environmental, equivalencies, experimental, fatigue, fatigue cracking, loads, materials, pavement, pavement life, pressure, pressure cell, rain, research, research at the WSU, soil, strains, stresses, subgrade, temperature, test track, tire, tires, volume, Washington, Washington state, wheel load

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Abstract:
This report describes the results obtained from Experimental Ring No. 2, the first ring of a three-ring tests series on treated bases at the Washington State University Test Track. This experiment was concerned with studying the effects of controlled wheel load repetitions on untreated, emulsion, and specialaggregate asphalt - treated bases of four varying thicknesses. Construction, instrumentation, results , and conclusions are described and drawn. Benkelman beam, LVDT, strain gages, pressure cells and moisture tensiometers were used to measure deflections , strains , stresses and moisture. Maximum values are tabulated. Temperatures were also recorded. Testing can be divided into two time periods - fall of 1966 and spring of 1967. Values obtained from instruments show that different conditions existed during those testing periods, and that deflections , strains and stresses were two to four times higher in the spring than in the fall. Modes of failure were also different . Equivalencies between the different base materials were established. Other conclusions were drawn. Since this is a continuing experiment, it should be emphasized that results and conclusions are subject to change, depending upon data from the remaining experimental rings.

Authors:
Krukar,M., Cook,J. C.

Keywords:
asphalt, base, condition, construction, data, experimental, materials, pavement, pressure, research, strains, stresses, temperature, test track, tests, volume, Washington, Washington state

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