1. 4:8 Principle
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While there are an infinite number of questions that can be asked, we compiled a list of those questions that have been directed to us the most.We tried to keep both the questions and answers concise. Additional information is referenced where applicable for those seeking more in-depth information on a given subject.For further information see the other, and websites, and the page for other information related to these topic area.We also recommend that you attend our at sites throughout the country to obtain expert instruction on asphalt topics. Driveway Construction. This common question can mean different things to different people because of the wide range of precipitation encompassed by the word “rain.” On one end, occasional light sprinkles should not be cause to shut down operations. However, a steady downpour, either light or heavy, should result in cessation of paving activities.

To avoid waste, some states have verbiage in their specifications stating that trucks in route to the project when rain begins can be laid at the contractor’s risk.Also keep in mind that the surface on which you are paving may influence your decision. Paving on a firm, stable, well-draining crushed aggregate base might be given more leeway than a thin asphalt overlay.

The documents below are good references for asphalt driveways and parking lots. Regarding asphalt thicknesses for driveways, the first two documents are specifically about driveways, while the two documents on parking lots can also be referenced by assuming a low level of truck traffic for a driveway. Downloadable 14 mb document titled ““.

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An interactive pavement design tool at. From Ontario Hot Mix Asphalt Producers Association (OHMPA) – (PDF 385 kb). (PDF 388kb). (PDF 31.46 mb)Seal-Coats. A light application of a slow-setting asphalt emulsion diluted with water should be applied. In most cases, a dilution of one part emulsion to one part water is used.

SS-1, SS-1h, CSS-1, or CSS-1h asphalt emulsions are typically used. Commercial sealers are also available. Those containing coal-tar compounds are not recommended. The diluted material is sprayed or squeegeed onto the surface in a thin, uniform coating. The total quantity of diluted sealant normally applied is 0.1 to 0.15 gallons per square yard. Exact quantities should be based on the surface texture, dryness, and degree of cracking or raveling.Excess application must be avoided since this may result in pick-up on shoes or tires.

Vehicles must be kept off the seal until it is absorbed into the existing surface. Several factors could be involved: The most common mistake in chips seals is – too much aggregate and not enough asphalt. For aggregate to adhere, it must be adequately embedded into the asphalt. Other factors are:. Weather too cool Chips rolled too late Chips were dirty Chips were excessively wet. Traffic was not properly controlled for the following 24 hours after application.

Rain occurred before the asphalt fully set Asphalt was incompatible with aggregate Demulsibility on emulsion was too low Material failed to break and set adequately. Highly absorptive aggregates.

The amount of asphalt applied depends on three factors:. The existing surface condition, The amount of traffic, and.

The average particle size of the chips. Allowance should be made for surface conditions – dry, pocked, badly cracked, flushed, bleeding, etc. Lower traffic volumes require higher asphalt applications than higher traffic. The average particle size should be embedded 60-75% into the asphalt. Higher traffic should be closer to the 60% and lower traffic should be closer to the 75% embedment factor. The average particle size is the average size of chip in the gradation, the 50% passing size can be used for this number. Crack Sealing prior to rehabilitation is a good idea.

The majority of complaints concerning crack sealer problems arise when an excess of material is left on the surface of the pavement either due to overfilling or expansion of the sealant. The best method to treat cracks is to route a vessel 5/8″ x 5/8″ or 3/4″ x 3/4″ and use a modified joint sealer that meets ASTM 3405 or ASTM 3405-modified specifications, and be careful not to overfill the joint. The top of the sealant should be left about 3 to 6 mm (1/8″ to 1/4″) below the top of the crack.

For more details on proper crack sealing procedures and all maintenance methods, please refer to Lift Thickness. This common question can mean different things to different people because of the wide range of precipitation encompassed by the word “rain”. On one end, occasional light sprinkles should not be cause to shut down operations. However, a steady downpour, either light or heavy, should result in cessation of paving activities. To avoid waste, some states have verbiage in their specifications stating that trucks in route to the project when rain begins can be laid at the contractor’s risk.Also keep in mind that the surface on which you are paving may influence your decision.

Paving on a firm, stable, well-draining crushed aggregate base might be given more leeway than a thin asphalt overlay. Minimum lift thickness should be at least 3 times the nominal max. Aggregate size to ensure aggregate can align themselves during compaction to achieve required density and also to ensure mix is impermeable.

The maximum lift thickness is dependent also upon the type of compaction equipment that is being used. When static steel-wheeled rollers are used, the maximum lift thickness that can be properly compacted is three (3) inches. When pneumatic or vibratory rollers are used, the maximum thickness of lift that can be compacted is almost unlimited. Generally, lift thicknesses are limited to 6 or 8 inches.

Proper placement becomes a problem in lifts thicker than 8 or 8 inches.For open-graded mixes, compaction is not an issue since it is intended that these types of mixes remain very open. Therefore, the maximum size aggregate can be as much as 80 percent of the lift thickness. For a prime coat to be effective it must be able to penetrate into the base course. Usually a light grade of medium curing cutback such as an MC-30 will work well.

However, in a lot of areas air quality is of concern and the EPA has restricted or eliminated the use of cutbacks. In such areas the use of an emulsified asphalt is necessary.There are several ways to accomplish a prime when using an emulsion:First: Most emulsion manufacturers make proprietary products, one of which is an emulsion specifically designed for use in prime coats.Second: If the granular base material has a gradation that is somewhat porous, placing a prime coat can often be affected by placing a slow-setting emulsion (SS-1, SS-1 h, CSS-1, CSS-1 h) diluted 5 parts water to 1 part emulsion. By applying several (4 or 5) light applications (0.10 gal/sy), a waterproof surface can be obtained on the base course.Third: Incorporate an emulsion into the compaction water while placing the last 2 to 3 inches of the base course. Use a dilution and application rate which will provide 0.1 to 0.3 gallon per square yard (3:1 dilution; 4 applications; 0.15 gal/sy rate).Fourth: Complete placement of the base course material, then scarify up about 3/4 inch.

Apply about 0.20 gal/sy 2 of straight emulsion (undiluted) and blade mix it with the scarified material. Then relay the mixed material and compact. You want to accomplish a very uniform application of about 0.03 to 0.05 gal/sy of residual asphalt on the layer to be tacked (a paint job, so to speak).

Slow-setting emulsions generally have a residual asphalt content of about 2/3. Therefore, an application rate of 0.10 to 0.15 gals/sy of the diluted material will give you the 0.03 to 0.05 gals/sy.Caution #1: Once the tack coat is applied, time must be allowed for emulsion to break (turn from brown to black) prior to placing hot mix on it. The length of time required for this to happen will depend on the weather.

4:8 Principle

In good paving weather, it will take only a few minutes. In marginal weather it may take several minutes.Caution #2: Never apply an emulsion tack coat to a cold pavement (below the freezing point). The emulsion will break, but the water and emulsifying agents will freeze and remain in the layer that has been tack coated.If either of these cautions is violated, there is a good chance that upper layer will not bond to the under layer and a slip plane will develop. Far too often we still see diesel fuel used as a mix release agent. Diesel fuel is a solvent.

Any excess amount will dissolve the asphalt films on the aggregate particles, thus contaminating the mix. Commercial mix release agents are readily available and should be used.

They generally are soap or emulsified wax or other stick-resistant materials that do not contaminate the mix. A couple of suggestions are a bag of hydrated lime mixed with 1000 gallons of water or a bottle of dish soap mixed with water. The portions depend on the water with which it is mixed. Soft water won’t need nearly as much as hard water.It has been our experience that a special release agent is required for modified asphalts. Contact your local for a list of approved release agents. This common question can mean different things to different people because of the wide range of precipitation encompassed by the word “rain”.

On one end, occasional light sprinkles should not be cause to shut down operations. However, a steady downpour, either light or heavy, should result in cessation of paving activities.

To avoid waste, some states have verbiage in their specifications stating that trucks in route to the project when rain begins can be laid at the contractor’s risk.Also keep in mind that the surface on which you are paving may influence your decision. Paving on a firm, stable, well-draining crushed aggregate base might be given more leeway than a thin asphalt overlay. Here’s the process for a 10’x25′ area and a 4″ mat: 1. Calculate the number of cubic feet to be paved. (Remember to convert the thickness to feet – by dividing by 12 inches per 1 foot). 10′ x 25′ x (4/12)’ = 83.3 cubic feet of HMA 2. Asphalt Mixture typically weighs from 142 to 148 pounds per cubic foot (PCF) in-place.

Calculate the tonnage needed. (remember to convert from pounds to tons; 2000 pounds per ton).83.3 cubic feet x 148 PCF = 12328 pounds of mix = 12328 / 2000 tons = 6.1 tons. Paver speed should be geared to mix production, delivery and compaction; with emphasis placed on compaction. Every effort should be made to maintain a constant paver speed. Several factors effect that constant speed.

With a consistent production and delivery flow, the speed of the paver will vary with lift thickness (thicker/slower; thinner/faster) and width of paver pass wider/slower; narrow/faster). Most equipment manufacturers will give a suggested maximum speed for their paver. A lot of agency specifications will specify a maximum speed, such as 30 or 40 feet per minute. Most compaction manufacturers recommend a maximum roller speed of 3 mph and most often more than one roller pass is needed to get compaction. Therefore, the number and type of rollers being used is very important. We do not recommend spraying water on freshly laid hot mix asphalt (HMA) in order to cool the mat faster and open to traffic sooner. First, spraying water on the hot mat is not very effective since the water should drain properly on a new surface and only cools the crust temporarily, with the internal HMA temperature not being affected much.

In addition, there is a concern that the water could cause a foaming effect with the hot asphalt binder, making the HMA less stable under traffic. We believe it is best to let the hot mat cool naturally.

This common question can mean different things to different people because of the wide range of precipitation encompassed by the word “rain.” On one end, occasional light sprinkles should not be cause to shut down operations. However, a steady downpour, either light or heavy, should result in cessation of paving activities. To avoid waste, some states have verbiage in their specifications stating that trucks in route to the project when rain begins can be laid at the contractor’s risk.Also keep in mind that the surface on which you are paving may influence your decision.

Paving on a firm, stable, well-draining crushed aggregate base might be given more leeway than a thin asphalt overlay. Contrary to popular belief, the number of rollers required for proper compaction is based on the square yardage placed rather than the production or delivery tonnage. Roller speed is typically limited to 3 mph. With this speed and the width of the roller, the coverage rate can be calculated. The width of paver pass and speed can give you the square yardage placed.

The number of required coverages will then tell you the total area in square yards the roller must be able to cover. On very small jobs, one roller may be adequate.

On very large projects, six or eight rollers may be needed. A lot of projects are compacted with three rollers: a breakdown roller, a compaction roller, and a finish roller. On most average projects, two rollers are used – a vibratory steel-wheeled roller for breakdown and compaction, and a heavy static steel wheel for finish rolling.Occasionally, agency specifications will require a light (65 to 75 psi contact pressure) pneumatic roller to be used to knead or seal the surface prior to the finish rolling. When all the aggregate particles are coated with asphalt. The large aggregate particles are always the last to be coated.

If the large aggregate particles are completely coated, the mix is properly mixed. Generally we see mixing problems only with batch plants. The producer is trying to mix each batch as quickly as possible (probably in about 30 seconds) which may or may not be adequate mixing time. Typical specifications set minimum coated particle percentages at 90 to 95 percent.

The Ross Count procedure for determining these percentages (ASTM-D2489 or AASHTO T195) is outlined on pages 4-41 to 4-44 of MS-22. Minimum mixing times to meet the specified requirement should be carefully adhered to in order to avoid excess oxidation of the asphalt films on the aggregate particles as it is exposed to air (oxygen) during the mixing process. As a general rule we do not see this problem with drum mixes. The mix remains in the mixing portion of the drum for much longer periods of time (maybe 2 to 3 minutes) than in the pugmill of a batch plant, so the aggregate particles get very well coated. Keep in mind that we are not as concerned about oxidation in drum mixes as the mixing portion of the drum mixer is essentially an oxygen-free atmosphere.Another way to look at it is this: In a 6000 lb. Batch of mix, there are about 5600 lbs.

Of aggregate and about 400 lbs. Dense-graded aggregate has about 35 sq. Of surface area per pound, or 196,000 sq.

Batch; 400 pounds of asphalt is about 48 gallons. The mixing process has to take 48 gallons of asphalt and paint about 3.8 football fields. When the aggregate particles are coated, it’s mixed. Asphalt Mixtures.

Mix temperature will be dependent on the grade of asphalt used in the mix. The less viscous the asphalt, the lower the temperatures should be. The more viscous the asphalt, the higher the temperature can be. During mix design temperatures are specified for proper mixing and for compaction. These are good targets with which to start a project. However, they will have to be adjusted for the project conditions (weather, haul distances, etc.).

If at all possible, avoid discrepancies from the mix design temperature of more than 25 degrees.Note: When working with modified binder, the binder supplier should provide mix temperature recommendations. Mixes must be placed and compacted before they cool to 185o F, so the minimum temperature will depend on the temperature of the layer upon which it is being placed as well as ambient conditions. Temperature session charts are shown on Page 6-6, Fig 6.03 of the new MS-22 and Page 234 of the old MS-22.Generally, agency specifications will spell out a minimum acceptable temperature for the mix. Some specifications will use 225o F, and others may use 250o F.The advent of various Wam Mix Asphalt technologies have lowered temperatures at which mixtures remain workable.

Therefore consultation with technology manufacturers is recommended when warm mix is used. The tools now exist to gain improved performance from HMA intersections. Well-designed, properly constructed HMA intersections provide an economical, long-lasting pavement with minimal disruption to traffic.In order to achieve these benefits, we must recognize that intersection pavements are subject to extreme stresses.

Ordinary materials and techniques may not be sufficient. There must be adequate pavement structure, select materials, appropriate construction techniques, and careful attention to detail in the process.To learn more about how to design and build high performance HMA intersections see the following series of ASPHALT magazine articles.Weather. This common question can mean different things to different people because of the wide range of precipitation encompassed by the word “rain.” On one end, occasional light sprinkles should not be cause to shut down operations. However, a steady downpour, either light or heavy, should result in cessation of paving activities. To avoid waste, some states have verbiage in their specifications stating that trucks in route to the project when rain begins can be laid at the contractor’s risk.Also keep in mind that the surface on which you are paving may influence your decision.

Paving on a firm, stable, well-draining crushed aggregate base might be given more leeway than a thin asphalt overlay. Research has proven that well-designed and well-constructed asphalt pavements are not damaged by sodium and calcium chloride salts used for ice and snow control. The same is true for calcium magnesium acetate (CMA), which is often used as an alternative to road salt. References include: Performance of Asphalt Pavements Subjected to De-Icing Salts, B.F. Kallas, Highway Research Record #24, 1963.

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Effects of Calcium Magnesium Acetate on Pavements and Motor Vehicles, D.S. Slick, Transportation Research Record #1157, 1988.Colorado DOT Research Report 99-2 Troubleshooting. This common question can mean different things to different people because of the wide range of precipitation encompassed by the word “rain.” On one end, occasional light sprinkles should not be cause to shut down operations. However, a steady downpour, either light or heavy, should result in cessation of paving activities. To avoid waste, some states have verbiage in their specifications stating that trucks in route to the project when rain begins can be laid at the contractor’s risk.Also keep in mind that the surface on which you are paving may influence your decision.

Paving on a firm, stable, well-draining crushed aggregate base might be given more leeway than a thin asphalt overlay. The “glue” in an asphalt pavement mixture is referred to as asphalt cement. Since asphalt cement is a petroleum product, it can be dissolved by many other petroleum-derived products, such as gasoline and car oil. Therefore, in localized areas where extensive fuel spillage is likely, it may be advisable to seal the pavement with a commercially-available proprietary sealer that is impervious to petroleum solvents.Protection of Hot Mix Asphalt (HMA) pavements from damage due to fuel spills or oil leaks has long been recognized as an important component of any airport pavement maintenance plan. Aircraft fuels, hydraulic fluids and most lubricating oils are produced by refining crude oil. Asphalt cement used in the construction of HMA pavements is also a product of the crude oil refining process. As such, jet fuel, oil, and asphalt are chemically compatible and readily mix with each other.

This can cause a softening of the asphalt binder that can result in a degradation of the HMA pavement surface.AAPTP Report 05-02, Fuel Resistant Sealers and Binders for HMA Airfield Pavements, provides valuable information that addresses this issue. It can be found at. Without knowing what the surface cracking looks like, it is hard for us to identify the problem. Could the “surface cracking” be check cracking from the rolling operation? “Checking” is the development of shallow hairline surface cracks spaced an inch or two apart from each other and running transverse to the direction of rolling.

The cause is rolling when the mat too hot and/or the mix is too tender. You can reference our page 6-6 of the new MS-22 manual Construction of Quality Hot Mix Asphalt Pavements and page 219 & 220 of the old MS-22 if you are not sure what check cracking is. Conventional (Marshall or Hveem) mixes should be impervious to water as long as the total in-place air void content is below 8%. Conventional mixes with void contents higher than 8% can be pervious to air and water leading to premature aging and raveling.There is a growing body of evidence that coarse-graded Superpave mixes do not become impervious to water until the total in-place air void content is lower than the 8% rule-of-thumb for conventional mixes. Additional research is being conducted on this subject to more adequately define the in-place density requirements to attain an impermeable mix using coarse-graded Superpave mixes.

Special Applications. While not widely used, there are ways to color an asphalt pavement other than the common blacks and greys. The second and third options are considered specialty products and more information can be obtained by contacting individual manufacturers. Use a naturally colored aggregate. As the asphalt binder wears way from the surface with traffic, the color of the aggregate is exposed. Use an additive in the asphalt binder. Various iron compounds can impart a red, green, yellow or orange tint to a pavement, while other colors can be achieved using different metal additives.

A special “synthetic” binder that contains no asphaltenes has been used because it takes color more readily. This method of tinting the mix allows color to permeate the entire depth of the material, so there are no surface wear-off concerns. Coat the surface with a material that penetrates the voids and bonds well to asphalt pavement, such as an epoxy-fortified acrylic emulsion. Many colors are available. Care should be taken to ensure that surface friction is not compromised, especially if the pavement is used for vehicular traffic.

One possible disadvantage of this method is that the surface may wear off with time and need to be renewed.Railroads.