TRAC Reports
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Search returned 31 reports containing keyword: 'overlay'
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| Li,J. | WA-RD 652.1 | Bituminous Surface Treatment Protocol | 2007 | TRAC/UW |
Abstract:
This study used the HDM-4 software to test the average annual daily traffic (AADT) and equivalent single axle load (ESAL) levels appropriate as criteria for selecting the application of bituminous surface treatments (BST) to WSDOT pavements. It verified the feasibility of using BSTs to maintain pavements with higher traffic levels than have been applied in the past. It also determined the validity of alternating the application of BST resurfacings and 45-mm hot mix asphalt overlays. In addition, the research estimated the impacts that increased use of BST surfaces would have on the performance of the state-owned route system. The basic recommendations are as follows: • ADT of up to 2,000: Apply BSTs unless they are specifically exempted (such as paving through cities, limited BST routes, etc.). • ADT of 2,000 to 4,000: Apply a combination of BST and HMA overlays used interchangeably, depending upon pavement condition. Exemptions are allowed for paving through cities, limited BST routes, etc. • ADT of greater than 4,000: Apply HMA overlays. This report is the first of two planned for the study.
Authors:
Li,J., Mahoney,J. P., Muench,S. T., Pierce,L. M.
Keywords:
pavement management systems, pavement performance, computer models, pavement maintenance, bituminous overlays, overlay, Asphalt Concrete pavement
This study used the HDM-4 software to test the average annual daily traffic (AADT) and equivalent single axle load (ESAL) levels appropriate as criteria for selecting the application of bituminous surface treatments (BST) to WSDOT pavements. It verified the feasibility of using BSTs to maintain pavements with higher traffic levels than have been applied in the past. It also determined the validity of alternating the application of BST resurfacings and 45-mm hot mix asphalt overlays. In addition, the research estimated the impacts that increased use of BST surfaces would have on the performance of the state-owned route system. The basic recommendations are as follows: • ADT of up to 2,000: Apply BSTs unless they are specifically exempted (such as paving through cities, limited BST routes, etc.). • ADT of 2,000 to 4,000: Apply a combination of BST and HMA overlays used interchangeably, depending upon pavement condition. Exemptions are allowed for paving through cities, limited BST routes, etc. • ADT of greater than 4,000: Apply HMA overlays. This report is the first of two planned for the study.
Authors:
Li,J., Mahoney,J. P., Muench,S. T., Pierce,L. M.
Keywords:
pavement management systems, pavement performance, computer models, pavement maintenance, bituminous overlays, overlay, Asphalt Concrete pavement
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| Wilson,D. L. | WA-RD 374.1 | Thin Polymer Bridge Deck Overlays - WSDOT's 10 Year Evaluation 280 | 1995 |
Abstract:
This report summarizes WSDOT's 10 year of experience with "epoxy" and "Methl Methacrylate" (MMA) thin polymer bridge deck overlays.
Authors:
Wilson,D. L., Henley,E. H. Jr
Keywords:
bridge, bridge deck, bridge deck overlay, bridge deck repairs, Deck, evaluation, overlay, overlays, polymer, polymer concrete, thin overlay, WSDOT
This report summarizes WSDOT's 10 year of experience with "epoxy" and "Methl Methacrylate" (MMA) thin polymer bridge deck overlays.
Authors:
Wilson,D. L., Henley,E. H. Jr
Keywords:
bridge, bridge deck, bridge deck overlay, bridge deck repairs, Deck, evaluation, overlay, overlays, polymer, polymer concrete, thin overlay, WSDOT
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| Roper,T. H. | WA-RD 243.1 | Thin Overlay, South 154th Street Overcrossing 5/523E Experimental Feature | 1991 |
Abstract:
The Washington State Department of Transportation is conducting experimental field evaluations of selected polymer concrete thin (1/4 inch) overlays. The polymer concrete material is manufactured by private industry firms and installed on selected bridge decks under standard WSDOT construction contracts. Approximately 24 bridges will be involved in the experiment; eight of these are included in federal participating construction projects as experimental features.A polymer concrete thin overlay, The Conkryl Broadcast System (methlmethacrylate), was applied to the deck of the South 154th Street Overcrossing, Bridge No. 5/523, under Contract No. 3354, SR 405 Tukwila to South Renton HOV Lanes. This bridge is a prestressed girder bridge located on the mainline I-5 at the intersection with I-405 in Seattle, Washington.
Authors:
Roper,T. H., Henley,E. H. Jr
Keywords:
bridge, bridge deck, bridge deck repairs, bridge decks, bridges, concrete, construction, contracts, Deck, evaluation, experimental, HOV, HOV lanes, lanes, overlay, overlays, polymer, polymer concrete, prestressed, project, seattle, thin overlay, transportation, Washington, Washington state, WSDOT
The Washington State Department of Transportation is conducting experimental field evaluations of selected polymer concrete thin (1/4 inch) overlays. The polymer concrete material is manufactured by private industry firms and installed on selected bridge decks under standard WSDOT construction contracts. Approximately 24 bridges will be involved in the experiment; eight of these are included in federal participating construction projects as experimental features.A polymer concrete thin overlay, The Conkryl Broadcast System (methlmethacrylate), was applied to the deck of the South 154th Street Overcrossing, Bridge No. 5/523, under Contract No. 3354, SR 405 Tukwila to South Renton HOV Lanes. This bridge is a prestressed girder bridge located on the mainline I-5 at the intersection with I-405 in Seattle, Washington.
Authors:
Roper,T. H., Henley,E. H. Jr
Keywords:
bridge, bridge deck, bridge deck repairs, bridge decks, bridges, concrete, construction, contracts, Deck, evaluation, experimental, HOV, HOV lanes, lanes, overlay, overlays, polymer, polymer concrete, prestressed, project, seattle, thin overlay, transportation, Washington, Washington state, WSDOT
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| Allison,R. E. | WA-RD 130.2 | PlusRide Asphalt Pavement (I/90) | 1990 |
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
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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http://wsdot.wa.gov/Research/Reports/100/130.2.htm |
| Roper,T. H. | WA-RD 148.1 | Thin Overlay- Yakima River Bridge - Experimental Feature | 1989 |
Abstract:
The Washington State Department of Transportation will be conducting experimental field testing of several selected polymer concrete thin (1/4 inch) overlays over a ten-year period. The polymer concrete material is manufactured by private industry firms and installed on selected bridge decks under standard WSDOT construction contracts. Approximately 21 bridges will be involved in the experiment; eight of these are included in federal participating projects as experimental features.Washington State Department of Transportation will be conducting experimental field testing of several selected polymer concrete thin (1/4inch) overlays over a ten-year period. The polymer concrete material is manufactured by private industry and installed on selected bridge decks under standard WSDOT construction 21 bridges will be involved in the experiment; eight of these are included in federal participating projects as features. The polymer concrete thin overlays were applied to the decks of the River Bridge and the Yakima River Bridge under Contract No. 3 SR 90 and SR 82, Interchange to Terrace Heights. Both bridges are steel truss bridges located on SR 82 just outside Yakima, Washington. Both the epoxy overlay and the methacrylate overlays were versatile products apply under difficult traffic control conditions. Starting and stopping the various pours to accommodate opening and closing of lanes for traffic proved satisfactory. To the extent possible, work was performed at night when traffic was light. All three lanes were then opened to traffic in the early morning to accommodate peak traffic conditions.
Authors:
Roper,T. H., Henley,E. H. Jr
Keywords:
bridge, bridge deck, bridge deck repairs, bridge decks, bridges, concrete, condition, construction, contracts, control, Deck, Epoxy, experimental, lanes, light, overlay, overlays, polymer, polymer concrete, steel, steel truss bridge, thin overlay, traffic, traffic control, transportation, Washington, Washington state, WSDOT
The Washington State Department of Transportation will be conducting experimental field testing of several selected polymer concrete thin (1/4 inch) overlays over a ten-year period. The polymer concrete material is manufactured by private industry firms and installed on selected bridge decks under standard WSDOT construction contracts. Approximately 21 bridges will be involved in the experiment; eight of these are included in federal participating projects as experimental features.Washington State Department of Transportation will be conducting experimental field testing of several selected polymer concrete thin (1/4inch) overlays over a ten-year period. The polymer concrete material is manufactured by private industry and installed on selected bridge decks under standard WSDOT construction 21 bridges will be involved in the experiment; eight of these are included in federal participating projects as features. The polymer concrete thin overlays were applied to the decks of the River Bridge and the Yakima River Bridge under Contract No. 3 SR 90 and SR 82, Interchange to Terrace Heights. Both bridges are steel truss bridges located on SR 82 just outside Yakima, Washington. Both the epoxy overlay and the methacrylate overlays were versatile products apply under difficult traffic control conditions. Starting and stopping the various pours to accommodate opening and closing of lanes for traffic proved satisfactory. To the extent possible, work was performed at night when traffic was light. All three lanes were then opened to traffic in the early morning to accommodate peak traffic conditions.
Authors:
Roper,T. H., Henley,E. H. Jr
Keywords:
bridge, bridge deck, bridge deck repairs, bridge decks, bridges, concrete, condition, construction, contracts, control, Deck, Epoxy, experimental, lanes, light, overlay, overlays, polymer, polymer concrete, steel, steel truss bridge, thin overlay, traffic, traffic control, transportation, Washington, Washington state, WSDOT
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| Roper,T. H. | WA-RD 164.1 | Burlington Northern RailRoad Overcrossing Bridge Micrsilica Modified Concrete Overlay | 1989 |
Abstract:
Washington State has approximately 700 bridge decks that may require a latex modified concrete (LMC) overlay in the next 12 to 15 years. The microsilica concrete overlay is seen as a possible alternative to the increasingly expensive latex modified concrete.A microsilica modified concrete overlay was placed on Bridge 5/718W in Skagit County.The bridge is a concrete box girder structure with 8,100 square feet of deck area. The ADT on this bridge is 9,150 vehicles per day.The minimum overlay thickness was 1% inches. Superplasticizer was added to the mix. The concrete was mixed in a conventional batch plant with the technical representative from the microsilica supplier providing assistance. The microsilica modified concreteoverlay was finished and cured as prescribed by WSDOTts specification for LMC overlays.The microsilica was supplied as a slurry. Force 10,000, produced by W. R. Grace and Company, Cambridge, Massachusetts, was the source of the microsilica.The long-term performance evaluation of the microsilica-modified concrete will be based on a direct comparison with the LMC overlay to be constructed on Bridge 5/71SE. Both bridges are of similar construction, have the same deck area and ADT, and have existing decks with similar levels of chloride contamination. Both overlays were constructed under the same contract.
Authors:
Roper,T. H., Henley,E. H. Jr
Keywords:
Alternative, bridge, bridge deck, bridge deck overlay, bridge deck repairs, bridge decks, bridges, chloride, concrete, concrete additives, construction, contamination, Deck, evaluation, latex modified concrete, microsilica concrete, overlay, overlays, performance, performance evaluation, silica fume, specification, Washington, Washington state
Washington State has approximately 700 bridge decks that may require a latex modified concrete (LMC) overlay in the next 12 to 15 years. The microsilica concrete overlay is seen as a possible alternative to the increasingly expensive latex modified concrete.A microsilica modified concrete overlay was placed on Bridge 5/718W in Skagit County.The bridge is a concrete box girder structure with 8,100 square feet of deck area. The ADT on this bridge is 9,150 vehicles per day.The minimum overlay thickness was 1% inches. Superplasticizer was added to the mix. The concrete was mixed in a conventional batch plant with the technical representative from the microsilica supplier providing assistance. The microsilica modified concreteoverlay was finished and cured as prescribed by WSDOTts specification for LMC overlays.The microsilica was supplied as a slurry. Force 10,000, produced by W. R. Grace and Company, Cambridge, Massachusetts, was the source of the microsilica.The long-term performance evaluation of the microsilica-modified concrete will be based on a direct comparison with the LMC overlay to be constructed on Bridge 5/71SE. Both bridges are of similar construction, have the same deck area and ADT, and have existing decks with similar levels of chloride contamination. Both overlays were constructed under the same contract.
Authors:
Roper,T. H., Henley,E. H. Jr
Keywords:
Alternative, bridge, bridge deck, bridge deck overlay, bridge deck repairs, bridge decks, bridges, chloride, concrete, concrete additives, construction, contamination, Deck, evaluation, latex modified concrete, microsilica concrete, overlay, overlays, performance, performance evaluation, silica fume, specification, Washington, Washington state
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| Mahoney,J. P. | WA-RD 170.1 | Mechanistic-Based Overlay Design Procedure For Washington State Flexible Pavements | 1989 |
Abstract:
The report study was used to develop an overlay design procedure for Washington state's flexible pavements based on mechanistic pavement analysis. This design procedure incorporates nondestructive testing (NDT) to estimate layer resilient moduli, seasonal moduli adjustments and failure criteria of asphalt concrete fatigue cracking and subgrade rutting. All necessary computations can be done with two primary microcomputer oriented software packages: EVERCALC to estimate layer moduli from NDT data and EVERPAVE or estimate the needed overlay thicknesses.
Authors:
Mahoney,J. P., Lee,S. W., Jackson,N. C., Newcomb,D. E.
Keywords:
pavement management, pavement, overlay, mechanistic, resilient modulus, failure criteria, seasonal variation
The report study was used to develop an overlay design procedure for Washington state's flexible pavements based on mechanistic pavement analysis. This design procedure incorporates nondestructive testing (NDT) to estimate layer resilient moduli, seasonal moduli adjustments and failure criteria of asphalt concrete fatigue cracking and subgrade rutting. All necessary computations can be done with two primary microcomputer oriented software packages: EVERCALC to estimate layer moduli from NDT data and EVERPAVE or estimate the needed overlay thicknesses.
Authors:
Mahoney,J. P., Lee,S. W., Jackson,N. C., Newcomb,D. E.
Keywords:
pavement management, pavement, overlay, mechanistic, resilient modulus, failure criteria, seasonal variation
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| Livingston,J. | WA-RD 198.1 | Carbon Black Additive in Asphalt, SR 290, Spokane Vicinity | 1989 |
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
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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| Allison,R. E. | WA-RD 175.1 | Fabric Reinforcement to Prevent Reflection Cracking | 1989 |
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
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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http://wsdot.wa.gov/Research/Reports/100/175.1.htm |
| Allison,R. E. | WA-RD 185.1 | Rubber Asphalt Binder Stress Absorbing Membrane Interlayer - Experimental Feature WA 78-06 & 07 | 1989 |
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
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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http://wsdot.wa.gov/Research/Reports/100/185.1.htm |
| Roper,T. H. | WA-RD 101.1 | Snake River Bridge Thin Overlay: Experimental Feature | 1987 |
Abstract:
The Washington State Department of Transportation will be conducting experimental field testing of several selected ploymer concrete thin overlays over a ten-year period. The ploymer concrete material is manufactured by private industry firms and installed on selected bridge decks under standard WSDOT construction contracts. Approximately 14 bridges will be involved in the experiment.The study was conducted in cooperation with the U.S. Department of Transportation, Federal Highway Administration. The Washington State Department of Transportation will be conducting field testing of several selected concrete thin overlays over a ten-year period. The polymer concrete material is manufactured by private industry and installed on selected bridge decks under standard WSDOT construction contracts. 14 bridges will be involved in the experiment. The Snake River Bridge at Clarkston, Washington, Bridge No. 12/915, is the first bridge of the to receive a 1/4 thin overlay. The polymer concrete used is by Polycarb. The deck was repaired and overlaid in June of 1986. Work on the thin overlay began on June 8 and was completed on June 20. A total of 6,477 S.Y. of overlay was involved. Traffic was accommodated at all times on the portion of the bridge not being overlaid. Construction progressed relatively smoothly per the inspector\'s report. The material permitted the contractor flexibility in the rate of installation and in starting and stopping the work. Width of installation was varied to accommodate temporary traffic lanes. Pavement skid tests and bond tests all proved satisfactory. Ninety-one percent of the resistivity tests exceeded the minimum required by the specifications. The majority of the test points that did not meet the minimum specified occurred at the beginning of the work, where the contractor attempted to apply the material with spray that apparently did not provide accurate proportionate mix of the epoxy components. Subsequent tests and reports delamination, half-cell, chloride content, and rutting values to the original deck survey values.
Authors:
Roper,T. H., Henley,E. H. Jr
Keywords:
bridge, bridge deck, bridge deck repairs, bridge decks, bridges, chloride, concrete, construction, contracts, Epoxy, experimental, half-cell, highway, lanes, overlay, overlays, pavement, polymer, polymer concrete, specification, specifications, survey, tests, thin overlay, traffic, transportation, Washington, Washington state, WSDOT
The Washington State Department of Transportation will be conducting experimental field testing of several selected ploymer concrete thin overlays over a ten-year period. The ploymer concrete material is manufactured by private industry firms and installed on selected bridge decks under standard WSDOT construction contracts. Approximately 14 bridges will be involved in the experiment.The study was conducted in cooperation with the U.S. Department of Transportation, Federal Highway Administration. The Washington State Department of Transportation will be conducting field testing of several selected concrete thin overlays over a ten-year period. The polymer concrete material is manufactured by private industry and installed on selected bridge decks under standard WSDOT construction contracts. 14 bridges will be involved in the experiment. The Snake River Bridge at Clarkston, Washington, Bridge No. 12/915, is the first bridge of the to receive a 1/4 thin overlay. The polymer concrete used is by Polycarb. The deck was repaired and overlaid in June of 1986. Work on the thin overlay began on June 8 and was completed on June 20. A total of 6,477 S.Y. of overlay was involved. Traffic was accommodated at all times on the portion of the bridge not being overlaid. Construction progressed relatively smoothly per the inspector\'s report. The material permitted the contractor flexibility in the rate of installation and in starting and stopping the work. Width of installation was varied to accommodate temporary traffic lanes. Pavement skid tests and bond tests all proved satisfactory. Ninety-one percent of the resistivity tests exceeded the minimum required by the specifications. The majority of the test points that did not meet the minimum specified occurred at the beginning of the work, where the contractor attempted to apply the material with spray that apparently did not provide accurate proportionate mix of the epoxy components. Subsequent tests and reports delamination, half-cell, chloride content, and rutting values to the original deck survey values.
Authors:
Roper,T. H., Henley,E. H. Jr
Keywords:
bridge, bridge deck, bridge deck repairs, bridge decks, bridges, chloride, concrete, construction, contracts, Epoxy, experimental, half-cell, highway, lanes, overlay, overlays, pavement, polymer, polymer concrete, specification, specifications, survey, tests, thin overlay, traffic, transportation, Washington, Washington state, WSDOT
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| Roper,T. H. | WA-RD 114.1 | Grays River Bridge At Roseburg - Thin Overlay | 1987 |
Abstract:
The Washington State Department of Transportation will be conducting experimental field testing of several selected polymer concrete thin (1 1/4 inch) overlays over a ten-year period. The ploymer concrete material is manufactured by private industry firms and installed on selected bridge decks under standard WSDOT construction contracts. Approximately 21 bridges will be involved in the experiment; eight of these are included in federal participating projects as experimental features.The Grays River Bridge at Roseburg, Washington, Bridge is the second bridge of the federal aid projects to receive a thin concrete overlay. The polymer concrete used was Degadur 330, made by Degussa Company and installed by Floor. The deck was overlaid in August of 1986. Work on the thin overlay began on August 4, 1986 and was completed on August 5, 1986. A total of 586 S.Y. of overlay was placed. There was no traffic on the bridge during the overlay placement. The overlay contractor had a well trained crew and the overlay placement went very smoothly. The experience showed when the different operations of primer, overlay, and sealer were sequenced so that when one layer cured out, the next operation was ready to go. Friction tests and electrical resistivity tests were all satisfactory.
Authors:
Roper,T. H., Henley,E. H. Jr
Keywords:
bridge, bridge deck, bridge deck repairs, bridge decks, bridges, concrete, construction, contracts, experimental, friction, overlay, overlays, polymer, polymer concrete, sealer, tests, thin overlay, traffic, transportation, Washington, Washington state, WSDOT
The Washington State Department of Transportation will be conducting experimental field testing of several selected polymer concrete thin (1 1/4 inch) overlays over a ten-year period. The ploymer concrete material is manufactured by private industry firms and installed on selected bridge decks under standard WSDOT construction contracts. Approximately 21 bridges will be involved in the experiment; eight of these are included in federal participating projects as experimental features.The Grays River Bridge at Roseburg, Washington, Bridge is the second bridge of the federal aid projects to receive a thin concrete overlay. The polymer concrete used was Degadur 330, made by Degussa Company and installed by Floor. The deck was overlaid in August of 1986. Work on the thin overlay began on August 4, 1986 and was completed on August 5, 1986. A total of 586 S.Y. of overlay was placed. There was no traffic on the bridge during the overlay placement. The overlay contractor had a well trained crew and the overlay placement went very smoothly. The experience showed when the different operations of primer, overlay, and sealer were sequenced so that when one layer cured out, the next operation was ready to go. Friction tests and electrical resistivity tests were all satisfactory.
Authors:
Roper,T. H., Henley,E. H. Jr
Keywords:
bridge, bridge deck, bridge deck repairs, bridge decks, bridges, concrete, construction, contracts, experimental, friction, overlay, overlays, polymer, polymer concrete, sealer, tests, thin overlay, traffic, transportation, Washington, Washington state, WSDOT
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| Peters,A. J. | WA-RD 127.1 | Plusride Asphalt Pavement | 1987 |
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
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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| Peters,A. J. | WA-RD 128.1 | Asphalt-Rubber Binder Stress Absorbing Membrane | 1987 |
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
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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| Peters,A. J. | WA-RD 130.1 | PlusRide Asphalt Pavement (SR 405/S Curves) | 1987 |
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
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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| Anderson,K. W. | WA-RD 107.1 | Flexolith Overlay - Post Construction Report | 1987 |
Abstract:
This report describes the installation and post-construction evaluation of a thin, lightweight epoxy concrete bridge deck overlay. This subject "Flexolith" epoxy concrete system was installed by Dural International Corporation on a bridge located on I-82 near Ellensburg, Washington.The application of the overlay was unique in both the use of a special machine which mixed the epoxy components with the aggregates and the use of a vibratory screed to distribute and level the epoxy concrete to the desired depth. A small segment of the overlay, however, was placed using the more common broom and seed method of installation.Post-construction testing showed that the overlay has adequate bond strength, extremely high friction resistance and is performing adequately as a waterproof membrane. The only deficiencies noted were a nonuniform surface texture and profile. A recommendation was made to not allow the use of the vibratory screed method until improvements are made to insure that the final product will have a surface texture and profile equivalent to overlays placed with the broom and seed method.
Authors:
Anderson,K. W.
Keywords:
aggregate, bridge, bridge deck, bridge deck overlay, bridge decks, concrete, concrete bridge, construction, Epoxy, evaluation, lightweight, membrane, overlay, overlays, profile, resistance, strength, Washington
This report describes the installation and post-construction evaluation of a thin, lightweight epoxy concrete bridge deck overlay. This subject "Flexolith" epoxy concrete system was installed by Dural International Corporation on a bridge located on I-82 near Ellensburg, Washington.The application of the overlay was unique in both the use of a special machine which mixed the epoxy components with the aggregates and the use of a vibratory screed to distribute and level the epoxy concrete to the desired depth. A small segment of the overlay, however, was placed using the more common broom and seed method of installation.Post-construction testing showed that the overlay has adequate bond strength, extremely high friction resistance and is performing adequately as a waterproof membrane. The only deficiencies noted were a nonuniform surface texture and profile. A recommendation was made to not allow the use of the vibratory screed method until improvements are made to insure that the final product will have a surface texture and profile equivalent to overlays placed with the broom and seed method.
Authors:
Anderson,K. W.
Keywords:
aggregate, bridge, bridge deck, bridge deck overlay, bridge decks, concrete, concrete bridge, construction, Epoxy, evaluation, lightweight, membrane, overlay, overlays, profile, resistance, strength, Washington
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| Anderson,K. W. | WA-RD 131.1 | Asphalt-Rubber Open-Graded Friction Course | 1987 |
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
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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| Anderson,J. L. | WA-RD 147.1 | PlusRide And BoniFibers Evaluation SR 530 Stanwood Vicinity | 1987 |
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
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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| Roper,T. H. | WA-RD 087.2 | Cathodic Protection For Reinforced Concrete Bridge Decks - Yakima River Bridge, Post Construction Report | 1986 |
Abstract:
Under FHWA Demonstration Project No. 34, \"Cathodic Protection for Reinforced Concrete Decks,\" a non-slotted cathodic protection system was installed on the deck of the Yakima Bridge near Yakima, Washington, in the summer of 1985. The project involved repairing deck, then fastening Raychem pre-manufactured anodes to the deck to impress current to the mat rebar. Impressing current through the concrete to the top mat steel prevents corrosion of the steel. A latex modified concrete overlay was placed over the deck anode. The objective of the demonstration project to familiarize the Washington State DOT with new technology. This objective was fulfilled. Some problem areas with the system were identified during the work: 1.A more positive method of finding electrical grounding locations from the anode to nicks, ties, etc., needs to be developed. Some ties were exposed during the scarifying operation Perhaps an instrument can be used to supplement visual inspection. 2. An effective technique of allowing concrete trucks to drive on the anode without damaging needs to be developed. 3.An effective method needs to be developed to locate breaks in the anode as well as shorts. 4. In remote areas, sources of electrical power may not be available. It will be necessary sources of power, such as solar panels or long-lasting batteries to be developed for this system. 5. Since the project, once it has started, moves along very rapidly, there is very little time on-the-job training of workers. Workmen should have prior experience at this work. These problems need to be overcome to obtain a better quality product.
Authors:
Roper,T. H., Henley,E. H. Jr
Keywords:
bridge, bridge deck, bridge decks, cathodic protection, concrete, concrete bridge, construction, corrosion, Deck, developed, inspection, latex modified concrete, overlay, project, protection, quality, reinforced concrete, reinforced concrete bridge, steel, System, technology, training, truck, trucks, Washington, Washington state
Under FHWA Demonstration Project No. 34, \"Cathodic Protection for Reinforced Concrete Decks,\" a non-slotted cathodic protection system was installed on the deck of the Yakima Bridge near Yakima, Washington, in the summer of 1985. The project involved repairing deck, then fastening Raychem pre-manufactured anodes to the deck to impress current to the mat rebar. Impressing current through the concrete to the top mat steel prevents corrosion of the steel. A latex modified concrete overlay was placed over the deck anode. The objective of the demonstration project to familiarize the Washington State DOT with new technology. This objective was fulfilled. Some problem areas with the system were identified during the work: 1.A more positive method of finding electrical grounding locations from the anode to nicks, ties, etc., needs to be developed. Some ties were exposed during the scarifying operation Perhaps an instrument can be used to supplement visual inspection. 2. An effective technique of allowing concrete trucks to drive on the anode without damaging needs to be developed. 3.An effective method needs to be developed to locate breaks in the anode as well as shorts. 4. In remote areas, sources of electrical power may not be available. It will be necessary sources of power, such as solar panels or long-lasting batteries to be developed for this system. 5. Since the project, once it has started, moves along very rapidly, there is very little time on-the-job training of workers. Workmen should have prior experience at this work. These problems need to be overcome to obtain a better quality product.
Authors:
Roper,T. H., Henley,E. H. Jr
Keywords:
bridge, bridge deck, bridge decks, cathodic protection, concrete, concrete bridge, construction, corrosion, Deck, developed, inspection, latex modified concrete, overlay, project, protection, quality, reinforced concrete, reinforced concrete bridge, steel, System, technology, training, truck, trucks, Washington, Washington state
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| LaFraugh,R. W. | WA-RD 093.1 | Concrete Overlays For Bridges 829 | 1986 |
Abstract:
An extensive state-of-the-art review of construction methods and results for latex modified concrete (LMC) and low slump, dense concrete (LSDC) overlays is presented in this report. Recommendations are made for improvements in construction procedures, inspection, and specifications. An analysis and preventative measures for plastic shrinkage cracks in LMC are presented. Other alternate bridge deck protective systems were examined.
Authors:
LaFraugh,R. W., Zinserling,M. H.
Keywords:
analysis, bridge, bridge deck, bridges, concrete, concrete overlays, construction, construction methods, cracking, Deck, improvement, inspection, Interim, latex modified concrete, low slump dense concrete, methods, overlay, overlays, plastic, review, shrinkage, specification, specifications, state-of-the-art, System, systems
An extensive state-of-the-art review of construction methods and results for latex modified concrete (LMC) and low slump, dense concrete (LSDC) overlays is presented in this report. Recommendations are made for improvements in construction procedures, inspection, and specifications. An analysis and preventative measures for plastic shrinkage cracks in LMC are presented. Other alternate bridge deck protective systems were examined.
Authors:
LaFraugh,R. W., Zinserling,M. H.
Keywords:
analysis, bridge, bridge deck, bridges, concrete, concrete overlays, construction, construction methods, cracking, Deck, improvement, inspection, Interim, latex modified concrete, low slump dense concrete, methods, overlay, overlays, plastic, review, shrinkage, specification, specifications, state-of-the-art, System, systems
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| Mahoney,J. P. | An Introduction to Pavement Analysis Using Elastic Layered Theory and CHEVPC | 1985 |
Abstract:
Authors:
Mahoney,J. P.
Keywords:
pavement, asphalt, overlay
Authors:
Mahoney,J. P.
Keywords:
pavement, asphalt, overlay
| Gietz,R. H. | WA-RD 117.1 | Asphalt Concrete Class D Bridge Deck Overlays | 1984 |
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
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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| Newcomb,D. E. | WA-RD 065.1 | State-Of-The-Art On Pavement Overlay Procedures: Volume I, Review Pavement Plan | 1983 |
Abstract:
The study is reported in two volumes. The first volume summarizes the state-of-the-art on pavement overlay design and presents a research plan to develop an overlay design procedure for the Washington State Department of Transportation (WSDOT) The second volume contains an annotated bibliographyof significant pavement overlay literature published since 1968.The state-of-the-art review presented in Volume I addresses pavement evaluation using nondestructive testing and subjective ratings. These are discussed along with the topics of traffic and seasonal variations. Pavement overlay design concepts are identified and discussed. A research plan is presented forthe development of a pavement overlay design system for WSDOT.
Authors:
Newcomb,D. E., Bubushait,A. A., Mahoney,J. P., Sharma,J.
Keywords:
design, development, evaluation, nondestructive testing, overlay, pavement, pavement evaluation, performance, research, review, seasonal, seasonal variation, seasonal variations, state-of-the-art, Study, System, traffic, transportation, volume, Washington, Washington state, WSDOT
The study is reported in two volumes. The first volume summarizes the state-of-the-art on pavement overlay design and presents a research plan to develop an overlay design procedure for the Washington State Department of Transportation (WSDOT) The second volume contains an annotated bibliographyof significant pavement overlay literature published since 1968.The state-of-the-art review presented in Volume I addresses pavement evaluation using nondestructive testing and subjective ratings. These are discussed along with the topics of traffic and seasonal variations. Pavement overlay design concepts are identified and discussed. A research plan is presented forthe development of a pavement overlay design system for WSDOT.
Authors:
Newcomb,D. E., Bubushait,A. A., Mahoney,J. P., Sharma,J.
Keywords:
design, development, evaluation, nondestructive testing, overlay, pavement, pavement evaluation, performance, research, review, seasonal, seasonal variation, seasonal variations, state-of-the-art, Study, System, traffic, transportation, volume, Washington, Washington state, WSDOT
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| Newcomb,D. E. | WA-RD 065.2 | State-Of-The-Art On Pavement Overlay Procedures: Volume II Annotated Bibliography | 1983 |
Abstract:
This report is presented in two volumes. The first volume summarizes the Final Report Sept. 15 - Dec. 15, 1983 14. Sponsoring Agency Code state-of-the-art on pavement overlay design and presents a research plan to develop an overlay design procedure for the Washington State Department of Transportation (WSDOT) . The second volume contains an annotated bibliography of significant pavement overlay 1iterature pub1ished since 1968.The state-of-the-art review presented in Volume I addresses pavement evaluation using nondestructive testing and subjective ratings. These are discussed along with the topics of traffic and seasonal variations. Pavement overlay design concepts are identified and discussed. A research plan is presented for the development of a pavement overlay design system for WSDOT,
Authors:
Newcomb,D. E., Bubushait,A. A., Mahoney,J. P., Sharma,J.
Keywords:
agencies, design, development, evaluation, nondestructive testing, overlay, pavement, pavement evaluation, performance, research, review, seasonal, seasonal variation, seasonal variations, state-of-the-art, System, traffic, transportation, volume, Washington, Washington state, WSDOT
This report is presented in two volumes. The first volume summarizes the Final Report Sept. 15 - Dec. 15, 1983 14. Sponsoring Agency Code state-of-the-art on pavement overlay design and presents a research plan to develop an overlay design procedure for the Washington State Department of Transportation (WSDOT) . The second volume contains an annotated bibliography of significant pavement overlay 1iterature pub1ished since 1968.The state-of-the-art review presented in Volume I addresses pavement evaluation using nondestructive testing and subjective ratings. These are discussed along with the topics of traffic and seasonal variations. Pavement overlay design concepts are identified and discussed. A research plan is presented for the development of a pavement overlay design system for WSDOT,
Authors:
Newcomb,D. E., Bubushait,A. A., Mahoney,J. P., Sharma,J.
Keywords:
agencies, design, development, evaluation, nondestructive testing, overlay, pavement, pavement evaluation, performance, research, review, seasonal, seasonal variation, seasonal variations, state-of-the-art, System, traffic, transportation, volume, Washington, Washington state, WSDOT
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| Gietz,R. H. | WA-RD 116.1 | Asphalt Pavement Distress Investigation | 1979 |
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
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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| Sorensen,H. | WA-RD 009.3 | Studded Tire Pavement Wear Reduction And Repair Phase III 994 | 1973 |
Abstract:
This report presents results obtained from the analyses of data which were collected during the performance of Phase I and Phase of this project. The data were at the A. Riedesel Pavement Testing Facility which is operated by Washington State University and is located in Pullman, Washington. Regression analyses were formed in order to relate various factors to each other. The factors used in the analyses included stud type, stud protrusion, speed, air temperature, pavement temperature, environmental conditions, stud hardness and tread depth. The purpose was to evaluate the relative importance of these factors pavement wear. It was found that the type of overlay, the type of stud and the protrusion length were the most important factors affecting pavement wear under Test conditions. The other factors could not be sufficiently isolated to determine their relative importance. Average wear rates were calculated for the different types of pavements and by the different stud types. A formula was developed which can be used to calculate pavement life under certain conditions. The results obtained for Phase I and Phase were compared and the difference in these results is discussed. Some of the difference was due to the different between the two phases A comparison with other associated research was madeA striping paint study was made and the results are in this report.
Authors:
Sorensen,H.
Keywords:
condition, data, developed, environmental, facilities, overlay, pavement, Pavement Durability, life & performance, asphalt pavement, portland cement concretes, overlays, surface textures, studded tires, skid resistance, pavement life, pavement temperature, pavements, performance, project, regression, repair, research, speed, striping, striping paints, Studded, studded tire, Study, temperature, tire, Washington, Washington state
This report presents results obtained from the analyses of data which were collected during the performance of Phase I and Phase of this project. The data were at the A. Riedesel Pavement Testing Facility which is operated by Washington State University and is located in Pullman, Washington. Regression analyses were formed in order to relate various factors to each other. The factors used in the analyses included stud type, stud protrusion, speed, air temperature, pavement temperature, environmental conditions, stud hardness and tread depth. The purpose was to evaluate the relative importance of these factors pavement wear. It was found that the type of overlay, the type of stud and the protrusion length were the most important factors affecting pavement wear under Test conditions. The other factors could not be sufficiently isolated to determine their relative importance. Average wear rates were calculated for the different types of pavements and by the different stud types. A formula was developed which can be used to calculate pavement life under certain conditions. The results obtained for Phase I and Phase were compared and the difference in these results is discussed. Some of the difference was due to the different between the two phases A comparison with other associated research was madeA striping paint study was made and the results are in this report.
Authors:
Sorensen,H.
Keywords:
condition, data, developed, environmental, facilities, overlay, pavement, Pavement Durability, life & performance, asphalt pavement, portland cement concretes, overlays, surface textures, studded tires, skid resistance, pavement life, pavement temperature, pavements, performance, project, regression, repair, research, speed, striping, striping paints, Studded, studded tire, Study, temperature, tire, Washington, Washington state
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| Krukar,M. | WA-RD 009.2A | Studded Tire Effects On Pavement Overlays Interim Phase II 998 | 1973 |
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
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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| Krukar,M. | WA-RD 009.1 | Studded Tire Pavement Wear Reduction and Repair - The Effect Of Studded Tires On Different Pavements And Surface Texture... | 1972 |
Abstract:
This report presents results obtained from testing at the G. A. Riedesel Pavement Testing Facility at Washington State University during the period from February 11 to May 4, 1972. The purpose of this project was fourfold: 1) to determine pavement wear caused by studded tires ; 2) to evaluate the resistance of different pavement materials and textures used in the states of Washington and Idaho to wear caused by tire studs; 3) to test pavement materials and overlays to reduce tire stud damage; and, 4) to study the effect of studded truck tires on pavements. Ring #5 consisted of three concentric tracks on which 16 tires travelled in eight wheel paths. Three studded types and unstudded passenger tires , three studded and unstudded truck tires, and 46 sections of various types of pavement materials surface overlays and surface textures were tested. The results are based on wear in terms of rate of wear, area removed, maximum and average rut depth using the WSU Profilometer, and the camera wire shadow apparatus, and are valid only under WSU testing conditions. The findings indicate that some pavement materials are more resistant to the effect of studded tires than others. All types of studded tires tested caused some pavement wear and this affected the skid resistance values. The new types of studs reduced wear of various pavement materials. Studded truck tire wear was less than expected due to equipment problems.
Authors:
Krukar,M., Cook,J. C.
Keywords:
camera, condition, damage, equipment, 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, studded tire, studded tires, studs, Study, tire, tires, truck, Washington, Washington state
This report presents results obtained from testing at the G. A. Riedesel Pavement Testing Facility at Washington State University during the period from February 11 to May 4, 1972. The purpose of this project was fourfold: 1) to determine pavement wear caused by studded tires ; 2) to evaluate the resistance of different pavement materials and textures used in the states of Washington and Idaho to wear caused by tire studs; 3) to test pavement materials and overlays to reduce tire stud damage; and, 4) to study the effect of studded truck tires on pavements. Ring #5 consisted of three concentric tracks on which 16 tires travelled in eight wheel paths. Three studded types and unstudded passenger tires , three studded and unstudded truck tires, and 46 sections of various types of pavement materials surface overlays and surface textures were tested. The results are based on wear in terms of rate of wear, area removed, maximum and average rut depth using the WSU Profilometer, and the camera wire shadow apparatus, and are valid only under WSU testing conditions. The findings indicate that some pavement materials are more resistant to the effect of studded tires than others. All types of studded tires tested caused some pavement wear and this affected the skid resistance values. The new types of studs reduced wear of various pavement materials. Studded truck tire wear was less than expected due to equipment problems.
Authors:
Krukar,M., Cook,J. C.
Keywords:
camera, condition, damage, equipment, 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, studded tire, studded tires, studs, Study, tire, tires, truck, Washington, Washington state
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| Krukar,M. | WA-RD 009.1A | The Effect Of Studded Tires On Different Pavement And Surface Textures 1010 | 1972 |
Abstract:
This preliminary report presents data obtained from testing at the L A Riedesel Pavement Testing Facility during the period from February 11 t o May 4, 1972. The purpose of this project was four fold: (1) to determine pavement wear caused by studded tires; (2) to evaluate the resistance of different pavement materials and textures used in the states o f Washington and Idaho to wear caused by tire studs; (3) t o test pavement materials and overlays to reduce tire stud damage; and, (4) to study the effect of studded truck tires on pavements.This preliminary report presents data obtained from testing at the G. A. Riedesel Pavement Testing Facility, during the period from February 11 to May 4, 1972.
Authors:
Krukar,M., Cook,J. C.
Keywords:
damage, data, facilities, materials, overlay, overlays, pavement, Pavement Durability, life & performance, asphalt pavement, portland cement concretes, overlays, surface textures, studded tires, skid resistance, project, resistance, studded tire, studded tires, studs, Study, tire, tires, truck, Washington
This preliminary report presents data obtained from testing at the L A Riedesel Pavement Testing Facility during the period from February 11 t o May 4, 1972. The purpose of this project was four fold: (1) to determine pavement wear caused by studded tires; (2) to evaluate the resistance of different pavement materials and textures used in the states o f Washington and Idaho to wear caused by tire studs; (3) t o test pavement materials and overlays to reduce tire stud damage; and, (4) to study the effect of studded truck tires on pavements.This preliminary report presents data obtained from testing at the G. A. Riedesel Pavement Testing Facility, during the period from February 11 to May 4, 1972.
Authors:
Krukar,M., Cook,J. C.
Keywords:
damage, data, facilities, materials, overlay, overlays, pavement, Pavement Durability, life & performance, asphalt pavement, portland cement concretes, overlays, surface textures, studded tires, skid resistance, project, resistance, studded tire, studded tires, studs, Study, tire, tires, truck, Washington
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| Krukar,M. | WA-RD 009.2 | Studded Tire Effects Wear Reduction and Repair Phase II - Final Draft 1008 | 1972 |
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
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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| Krukar,M. | WA-RD 015.5 | Pavement Research At WSU Volume No. 5 - Evaluation and Analysis of Results From Experimental Rings No. 1-4 1020 | 1971 |
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
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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