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Journal articles on the topic 'Asphalt overlays'

Author: Grafiati

Published: 4 June 2021

Last updated: 13 February 2022

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1

Hall, Kathleen T., Carlos E. Correa, and Amy L. Simpson. "Performance of Flexible Pavement Rehabilitation Treatments in the Long-Term Pavement Performance SPS-5 Experiment." Transportation Research Record: Journal of the Transportation Research Board 1823, no. 1 (2003): 93–101. http://dx.doi.org/10.3141/1823-11.

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The results of a study conducted to assess the relative performance of different flexible pavement rehabilitation treatments, including the influence of pretreatment condition and other factors, are presented. The data used in the study were drawn from the Long-Term Pavement Performance Studies' Specific Pavement Study (SPS) SPS-5 and General Pavement Study (GPS) GPS-6B experiments. The rehabilitation treatments used in the SPS-5 experiment are 2- and 5-in. overlays with virgin or recycled asphalt concrete mixes with or without preoverlay milling. Overlay thickness and preoverlay roughness lev

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2

Azari, Hoda, and Shibin Lin. "Evaluation of the Impact Echo Method for Concrete Bridge Decks with Asphalt Overlays." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 2 (2019): 436–44. http://dx.doi.org/10.1177/0361198119828676.

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Asphalt overlays have been commonly used to extend the service life of deteriorated concrete bridge decks. Nonlinear, viscoelastic asphalt has properties that differ considerably from the properties of the underlying portland cement concrete (PCC) deck. The impact echo (IE) method has been extensively used to nondestructively evaluate PCC structures. The method, however, performs differently on asphalt overlays, especially when a membrane is placed between the overlay and the deck. The general recommendation has been to perform IE tests on asphalt overlays in cold weather. The temperature rang

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3

Fernando, Emmanuel G. "Applicability of New Flexible Pavement Smoothness Specification for Asphalt Overlays." Transportation Research Record: Journal of the Transportation Research Board 1575, no. 1 (1997): 18–24. http://dx.doi.org/10.3141/1575-03.

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The Texas Department of Transportation plans to implement smoothness specifications based on profilograph testing for all asphalt concrete paving projects as part of its construction quality control/quality assurance program. Smoothness specifications have been developed for newly constructed asphalt and portland cement concrete pavements. In a move to develop a similar specification for asphalt concrete overlays, the Texas Transportation Institute was asked to evaluate the applicability of the existing flexible pavement smoothness specifications for the quality control and quality assurance o

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4

Yang, Bin, Qin Shou Huang, Xin Wang Qiu, and Hua Xu. "Dynamic Response Analysis of Stress Intensity Factors of Reflective Cracking in Asphalt Overlay Suffer Wheel Load." Advanced Materials Research 217-218 (March 2011): 187–90. http://dx.doi.org/10.4028/www.scientific.net/amr.217-218.187.

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Partial wheel loading of the existing old cement concrete pavement joint will easily causes shear-type reflective cracking of asphalt overlay, which will cut down the service life of the pavement. This paper conducts an research on the changing rules of stress intensity factors of reflective cracking in asphalt overlay suffer dynamic loads. Choose 3 asphalt overlays with typical reflective cracking extend length of 1cm, 4cm and 8cm to investigate the impacts of parametric variation of vehicle speed, asphalt overlays thickness and modulus and stress absorbing layer on stress intensity factors o

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5

Joel Sprague, C., Sam Allen, and William Tribbett. "Tensile Properties of Asphalt Overlay Geosynthetic Reinforcement." Transportation Research Record: Journal of the Transportation Research Board 1611, no. 1 (1998): 65–69. http://dx.doi.org/10.3141/1611-08.

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Paving fabrics have been used for many years to retard reflective cracking and to enhance waterproofing in asphalt overlays. More recently, higher-strength geosynthetics have been incorporated into asphalt overlays to provide an even higher level of crack retardation and, in some cases, waterproofing. The mechanisms that lead to the enhanced performance of reinforced overlays have been described and quantified, demonstrating that the tensile stiffness added by the reinforcement allows the crack energy to be intercepted and reoriented horizontally. Therefore, it is important to better define an

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6

Gaspar, Matheus S., Kamilla L. Vasconcelos, Amanda H. M. da Silva, and Liedi L. B. Bernucci. "Highly Modified Asphalt Binder for Asphalt Crack Relief Mix." Transportation Research Record: Journal of the Transportation Research Board 2630, no. 1 (2017): 110–17. http://dx.doi.org/10.3141/2630-14.

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Reflective cracking is a common issue with respect to rehabilitated asphalt pavements, especially when the rehabilitation is done by applying a hot-mix asphalt overlay on the existing damaged pavement. Several approaches can be adopted to delay reflective cracking. They include an increase of the overlay thickness and the use of a stress relief asphalt mixture (SRAM), which is a fine-graded, flexible, and thin asphalt interlayer. Because the efficiency of a SRAM is highly related to the properties of the asphalt binder used in the mixture, it is of interest to use a highly modified asphalt (Hi

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7

Arudi, Rajagopal S., Issam Minkarah, Krishna Kandula, and Archana Gosain. "Performance Evaluation of Asphalt Overlays on Broken and Seated Concrete Pavements." Transportation Research Record: Journal of the Transportation Research Board 1543, no. 1 (1996): 55–62. http://dx.doi.org/10.1177/0361198196154300107.

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Evaluating the effectiveness of breaking and seating concrete pavements prior to asphalt overlay is a subject of great importance for pavement rehabilitation. A number of studies reported that breaking and seating delayed reflection cracking, but some indicated that, after 4 to 5 years, the cracking of the asphalt overlays on broken and seated sections increased and was about the same as in the other sections. Structural analysis of these pavements confirmed a significant loss of structural support. A controlled experimental project in Ohio investigated the effectiveness of breaking and seatin

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8

Tutka, P., R. Nagórski, P. Radziszewski, M. Sarnowski, and M. Złotowska. "Durability of concrete pavement strengthened with asphalt layer with FRP fibres." Archives of Civil Engineering 64, no. 3 (2018): 81–97. http://dx.doi.org/10.2478/ace-2018-0031.

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SummaryPavements made of cement concrete, used for road constructions, are damaged during use. This applies to both the pavements of rural and forest roads with very low traffic loads, as well as road pavements with high traffic loads. One of the most effective ways of repairing damaged concrete cement pavements is through placing an asphalt overlay on a concrete slab. In order to increase the fatigue life of the asphalt overlay, asphalt mixtures are modified with fibres. One technological solution is to use FRP (Fiber Reinforced Polymer), an innovative material with improved properties. The a

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9

McGhee, Kevin K. "Measuring Smoothness of Virginia’s Asphalt Overlays." Transportation Research Record: Journal of the Transportation Research Board 1712, no. 1 (2000): 86–92. http://dx.doi.org/10.3141/1712-11.

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In the summer of 1996 the Virginia Department of Transportation (VDOT) initiated the pilot of a new special provision regarding the smoothness of asphalt pavement surfaces. This special provision is based on the international roughness index (IRI) and is administered with a laser-equipped South Dakota–style inertial road profiler. A critical assessment of the nontraditional equipment and methods used to administer the special provision is provided. Issues addressed in the critique include provision exemptions, the ability to identify and contend with construction variability, and peculiarities

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10

Cülfik, Mehmet Sait, and Yetkin Yildirim. "Performance of thin asphalt concrete overlays." Proceedings of the Institution of Civil Engineers - Transport 166, no. 4 (2013): 214–21. http://dx.doi.org/10.1680/tran.12.00023.

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11

Yildirim, Yetkin, and Gökhan Saygili. "Pavement smoothness of asphalt concrete overlays." International Journal of Pavement Engineering 20, no. 1 (2016): 73–78. http://dx.doi.org/10.1080/10298436.2016.1258245.

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12

Haynes, Matthew A., Erdem Coleri, and Shashwath Sreedhar. "Impermeable Asphalt Concrete Layer to Protect and Seal Concrete Bridge Decks." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 6 (2019): 355–67. http://dx.doi.org/10.1177/0361198119841041.

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Deterioration of the concrete bridge deck is one of the most significant problems affecting the service life of bridges in the United States (U.S.). The early failure of asphalt pavement overlays on concrete bridge decks with spray-on waterproofing membranes has been recognized as a significant issue by the Oregon Department of Transportation (ODOT). Potential reasons for the failure of the asphalt overlays were thought to be the poor adhesion between the waterproofing membrane and the asphalt-wearing course, and the material properties of the asphalt layer. Moisture penetration into the aspha

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13

Rodezno, Maria Carolina, Kamil E. Kaloush, and George B. Way. "Assessment of Distress in Conventional Hot-Mix Asphalt and Asphalt–Rubber Overlays on Portland Cement Concrete Pavements." Transportation Research Record: Journal of the Transportation Research Board 1929, no. 1 (2005): 20–27. http://dx.doi.org/10.1177/0361198105192900103.

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The purpose of this study is to assess the way distresses are predicted by using the new Mechanistic–Empirical Design of New and Rehabilitated Pavement Structures (design guide), developed under NCHRP Project 1–37A. Two pavement sections were used: a conventional hot-mix asphalt reconstruction and an asphalt–rubber overlay on a portland cement concrete (PCC) pavement. The design guide does not include rehabilitation design for asphalt–rubber overlays. However, many large-scale asphalt–rubber overlays on interstate highways in Arizona have been built and monitored for performance, providing an

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14

Niederquell, Michael, Gilbert G. Baladi, and Karim Y. Chatti. "Rubblization of Concrete Pavements: Field Investigation." Transportation Research Record: Journal of the Transportation Research Board 1730, no. 1 (2000): 150–60. http://dx.doi.org/10.3141/1730-18.

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Substantial resources are required to preserve aging highway systems. Various alternatives have been used for the rehabilitation of concrete pavements, including bonded and unbonded overlays, full-depth repair, crack and seat and asphalt overlay, joint and crack repairs, asphalt overlay, and rubblization with asphalt surface overlay. Presented are the results of extensive field investigation of rubblized concrete pavements. Various trenches were made in the rubblized pavements before the asphalt surface was placed. Some trenches were made at midslab, and others were made at old joints and crac

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15

Hong, Feng, and Dar-Hao Chen. "Effects of surface preparation, thickness, and material on asphalt pavement overlay transverse crack propagation." Canadian Journal of Civil Engineering 36, no. 9 (2009): 1411–20. http://dx.doi.org/10.1139/l09-080.

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Asphalt overlay has been widely used in pavement rehabilitation. The most frequently observed distress in an asphalt overlay is transverse cracking. In this study, the Texas long-term pavement performance (LTPP) specific pavement study 5 (SPS-5) test sections are highlighted. Three key factors affecting overlay cracking performance are investigated: (i) surface preparation, (ii) overlay thickness, and (iii) material. A deterioration model is developed to evaluate the effects of these factors. The deterioration process is well captured by incorporating both engineering principles and statistica

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16

Shen, Jun Min, Yu Min Zhou, and Xiao Zhang. "Finite Element Analysis of Asphalt Overlays on Existing PCC Pavement under Heavy Traffic Loading." Advanced Materials Research 361-363 (October 2011): 1472–75. http://dx.doi.org/10.4028/www.scientific.net/amr.361-363.1472.

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This study models the thermal stresses and load stresses of Xia-Feng expressway asphalt overly on an existing PCC pavement by using finite element method. The sensitiveness of different influence factors on thermal stresses and load stresses are discussed. Research results show that asphalt overlay deflection and load stresses increase with the decreasing of weakening of subgrade strength index λk and when a soft interlayer with low level of spring stiffness is adopted, the thermal stress of asphalt overlay is quite small compared with load stresses.

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17

Cülfik, Mehmet Sait. "Serviceability and structural performance of asphalt overlays." Proceedings of the Institution of Civil Engineers - Transport 168, no. 3 (2015): 231–38. http://dx.doi.org/10.1680/tran.12.00058.

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18

Dave, Eshan V., and William G. Buttlar. "Thermal reflective cracking of asphalt concrete overlays." International Journal of Pavement Engineering 11, no. 6 (2010): 477–88. http://dx.doi.org/10.1080/10298430903578911.

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19

Liu, Tao, Guang Wei Hu, and Ying Chun Gu. "Research of Rigid Pavement on Structure Combination of HMA Overlays." Applied Mechanics and Materials 477-478 (December 2013): 765–69. http://dx.doi.org/10.4028/www.scientific.net/amm.477-478.765.

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To study the influence of structure combination on performance of rigid pavement hot-mix asphalt (HMA) overlays, four Hot-mix asphalt overlays are prepared for the research at the base of long-term performance of experimental roads. The results indicate that the SMA +AC+SMA sandwich structure can effectively restrain reflective cracking and rut. In addition, the structure can reduce the thickness and cost of pavement.

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20

Gulen, Sedat, and A. Samy Noureldin. "Evaluation of Concrete Pavement Rehabilitation Techniques on I-65 in Indiana." Transportation Research Record: Journal of the Transportation Research Board 1730, no. 1 (2000): 167–76. http://dx.doi.org/10.3141/1730-20.

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Construction of hot mix asphalt (HMA) overlays on top of old concrete pavements is the most common concrete pavement rehabilitation strategy. These overlays, however, usually are subject to reflection cracking related to the movement of the old concrete slab. In addition, these overlays may be vulnerable to rutting when subjected to large traffic volumes of heavy trucks. Concrete overlays have the advantage of being rut resistant compared with HMA overlays. However, the current national experience of the performance of these overlays is limited, compared with HMA overlays. Doubts often are rai

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21

Garcia-Gil, Lívia, Rodrigo Miró, and Félix Pérez-Jiménez. "Evaluating the Role of Aggregate Gradation on Cracking Performance of Asphalt Concrete for Thin Overlays." Applied Sciences 9, no. 4 (2019): 628. http://dx.doi.org/10.3390/app9040628.

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Thin asphalt concrete overlays are a maintenance technique that mainly restore the functional properties of pavements. One of the main issues in thin overlays is reflective cracking that can cause early deterioration and reduce their service life. For this reason, the purpose of this investigation is to evaluate the effect of material selection on cracking performance of asphalt concrete mixtures for thin overlays. In particular, this paper evaluates the role of aggregate skeleton gradation. The study of the effect of aggregate gradation was divided into two stages: (1) fine fraction content a

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22

Ye, Hongyu, Xuancang Wang, Naren Fang, Ziyuan Su, and Xiaowen Sun. "Interlayer Working Conditions Classification and Treatment Measures of Airport Asphalt Pavement Overlay." Journal of Advanced Transportation 2019 (December 31, 2019): 1–16. http://dx.doi.org/10.1155/2019/9646091.

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The bonding strength between the overlays of an airport asphalt pavement directly affects its service life. In this study, a finite element model of asphalt overlay on airport pavement of Juba Airport in South Sudan was established, and the elastic modulus of overlay, thickness of overlay, running state of aircraft, variation trend of interlayer shear stress under the action of load and temperature were obtained. The AHP-entropy method was used to calculate the combined weight of each influencing factor. The climate in hot and humid areas was further zoned, and a comprehensive classification o

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23

Mack, James W., Lon D. Hawbaker, and Lawrence W. Cole. "Ultrathin Whitetopping: State-of-the-Practice for Thin Concrete Overlays of Asphalt." Transportation Research Record: Journal of the Transportation Research Board 1610, no. 1 (1998): 39–43. http://dx.doi.org/10.3141/1610-07.

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Ultrathin whitetopping (UTW) is a concrete overlay of a distressed asphalt pavement, 50 to 100 mm thick, with close joint spacing. The overlay is specifically bonded to the existing asphalt pavement. It may or may not contain fibers. By bonding the UTW to the existing asphalt surface, the UTW forms a composite pavement section with the underlying asphalt, which reduces the stresses in the concrete layer. This composite pavement section delivers the longer life and durable performance characteristics of concrete pavement and is cost competitive with ordinary asphalt. Many areas are discussed, b

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Abu El-Maaty, Ahmed, Alaa Fathy, and Saad Elhamrawy. "Evaluating the Long Performance of Asphalt Overlays using Reclaimed Asphalt Pavements (RAP)." ERJ. Engineering Research Journal 44, no. 2 (2021): 197–210. http://dx.doi.org/10.21608/erjm.2021.57065.1068.

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25

Li, Zu Zhong, Shuan Fa Chen, Wei Dong Liao, and Rui Xing Yuan. "Lab Simulation Study on Anti-Cracking Performance of Asphalt Concrete Overlays for Fatigue." Advanced Materials Research 510 (April 2012): 478–83. http://dx.doi.org/10.4028/www.scientific.net/amr.510.478.

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Currently, researches on anti-cracking performance of asphalt concrete overlays on old concrete pavement for fatigue are still in the early stage of explorations and trials. The reflective crack simulation tests of bending and shearing styles with six asphalt overlays were carried out in order to evaluate the anti-cracking effects of different kinds of anti-cracking materials. It is suggested that Sampave modified asphalt mixture with independent development has excellent anti-cracking performance for fatigue, which provides an experimental reason for extending the anti-cracking technique in s

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Shalaby, A., A. O. Abd El Halim, and S. M. Easa. "Low-Temperature Stresses and Fracture Analysis of Asphalt Overlays." Transportation Research Record: Journal of the Transportation Research Board 1539, no. 1 (1996): 132–39. http://dx.doi.org/10.1177/0361198196153900118.

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Thermal cracking of asphalt overlays is a leading cause of pavement deterioration. The thermoelastic response of a multilayered pavement structure is modeled using a transient thermal analysis followed by a quasi-static stress analysis at discrete time intervals using finite element analysis. Numerical analysis of two- and three-dimensional cracking problems is performed. Based on a fracture mechanics approach, the potential of thermal cracks to propagate through the overlay is examined using both a displacement formula and an energy-balance principle. The interaction between multiple cracks a

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27

Son, Songsu, Imad L. Al-Qadi, David L. Lippert, and Thomas G. Zehr. "Innovative Sprinkle Treatment for Thin Durable Asphalt Overlays." Transportation Research Record: Journal of the Transportation Research Board 2366, no. 1 (2013): 87–97. http://dx.doi.org/10.3141/2366-11.

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28

Nobakht, Mona, Maryam S. Sakhaeifar, and David E. Newcomb. "Selection of Structural Overlays Using Asphalt Mixture Performance." Journal of Materials in Civil Engineering 29, no. 11 (2017): 04017209. http://dx.doi.org/10.1061/(asce)mt.1943-5533.0002070.

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29

Yin, Ying Mei. "Fatigue Experiments of Simulating Propagating Process of Reflective Cracking in Asphalt Concrete Overlays." Applied Mechanics and Materials 193-194 (August 2012): 1454–60. http://dx.doi.org/10.4028/www.scientific.net/amm.193-194.1454.

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In order to simulate reflective cracking of asphalt overlays or semi-rigid asphalt pavements in lab and evaluate the reflective crack resistance performance of with and without interlayer, a finite element analysis model based on the asphalt pavement, of which the semi-rigid base has cracked, is conducted and established through some basic assumptions in this paper. According to the results of pavement mechanical analysis and some literatures review, a laboratory reflective cracking simulation model was designed to compare the resistances of reflective cracking of different mixture samples. In

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Greene, James, Ohhoon Kwon, Abdenour Nazef, and Bouzid Choubane. "A Long-Term Performance Evaluation of an Experimental Concrete Overlay." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 40 (2018): 275–81. http://dx.doi.org/10.1177/0361198118787632.

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Flexible pavements are often rehabilitated by milling distressed asphalt and placing new asphalt at a thickness that accounts for expected traffic growth and pavement life. However, there are many reported benefits to concrete overlays as a method to rehabilitate and preserve distressed asphalt pavements. In 1988, the Florida Department of Transportation designed and constructed an unbonded concrete overlay on US-1 between Daytona Beach and Titusville. The 1.9-mile concrete overlay was part of a larger 8-mile milling and resurfacing of a deteriorated asphalt pavement. The concrete overlay test

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Gharaibeh, Nasir G., and Michael I. Darter. "Probabilistic Analysis of Highway Pavement Life for Illinois." Transportation Research Record: Journal of the Transportation Research Board 1823, no. 1 (2003): 111–20. http://dx.doi.org/10.3141/1823-13.

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The Illinois Department of Transportation has periodically conducted pavement longevity studies to assess the longevities and the traffic loadcarrying capacities of these new and rehabilitated pavements so that any needed improvements to design, construction, or rehabilitation could be identified and implemented in a timely manner. The results of the latest round of pavement longevity studies in Illinois provide performance data updated through 2000 for new hot-mix asphalt concrete (HMAC), jointed reinforced concrete pavement (JRCP), and continuously reinforced concrete pavement (CRCP) constru

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32

Hall, Kathleen T., Carlos E. Correa, and Amy L. Simpson. "Performance of Rigid Pavement Rehabilitation Treatments in the Long-Term Pavement Performance SPS-6 Experiment." Transportation Research Record: Journal of the Transportation Research Board 1823, no. 1 (2003): 64–72. http://dx.doi.org/10.3141/1823-08.

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The results of a study conducted to assess the relative performance of different jointed rigid pavement rehabilitation treatments, including the influence of pretreatment condition and other factors, are presented. The data used in the study were drawn from the Long-Term Pavement Performance Studies' Specific Pavement Study (SPS) SPS-6 and General Pavement Study (GPS) GPS-7B experiments. The rehabilitation treatments used in the SPS-6 experiment were minimal and intensive nonoverlay repair, 4-in. asphalt overlays with minimal and intensive preoverlay preparation, 4-in. overlays with sawed and

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33

Mateos, Angel, John Harvey, Julio Paniagua, Fabian Paniagua, and Angela Fan Liu. "Mechanical characterisation of concrete-asphalt interface in bonded concrete overlays of asphalt pavements." European Journal of Environmental and Civil Engineering 21, sup1 (2017): 43–53. http://dx.doi.org/10.1080/19648189.2017.1311808.

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34

Alland, Kevin, Julie M. Vandenbossche, John W. DeSantis, Mark B. Snyder, and Lev Khazanovich. "Comparing the Bonded Concrete Overlays of Asphalt-Mechanistic Empirical Design Procedure and the Short Jointed Plain Concrete Pavement Module in the Pavement Mechanistic Empirical Design Procedure." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 40 (2018): 242–53. http://dx.doi.org/10.1177/0361198118798724.

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Bonded concrete overlays of asphalt pavements (BCOA) consist of a concrete overlay placed on an existing asphalt or composite pavement. This technique is intended as a cost-effective rehabilitation solution for marginally distressed in-service asphalt or composite pavements. BCOA with panel sizes between 4.5 ft and 8.5 ft have become popular as they reduce curling stresses while keeping the longitudinal joints out of the wheelpath. The BCOA-ME (mechanistic empirical) design procedure and Pavement ME short jointed plain concrete pavement (SJPCP) module can both be used to design BCOA with mid-s

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Harvey, John, and Lorina Popescu. "Accelerated Pavement Testing of Rutting Performance of Two Caltrans Overlay Strategies." Transportation Research Record: Journal of the Transportation Research Board 1716, no. 1 (2000): 116–25. http://dx.doi.org/10.3141/1716-14.

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Results of accelerated pavement tests (APT) at elevated temperatures on dense graded asphalt concrete and gap-graded asphalt rubber hot mix (ARHM-GG) are presented. APT testing was performed by use of a Caltrans heavy vehicle simulator. The overlays were placed on previously untrafficked sections of an existing flexible pavement. Variables included in the experiment were overlay type, ARHM-GG overlay thickness, tire/wheel type (dual/bias-ply; dual/radial, wide-base single, aircraft), and pavement temperature (40°C, 50°C, at 50 mm depth). Results presented include the rut development for the di

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Yang, Yan Hai, Zhuo Liu, Jing Xiong Gao, and Guang Shan Zhu. "Bonding Characteristics Analysis of Ultra-Thin Overlay of Asphalt Pavement Layer." Applied Mechanics and Materials 178-181 (May 2012): 1245–49. http://dx.doi.org/10.4028/www.scientific.net/amm.178-181.1245.

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It researches ulter-thin overlays and bonding characteristics of the original road with a large number of laboratory test simulation tools in the thesis. From different spread quantities and different temperature of the adhesive layer shear strength test, you can get the layers of oil content should not be less than 2.5% of SBS modifier, the emulsified asphalt solid content should not be less than 60%. Through factor analysis of sticky layer of oil spread quantities, you can get the ultra-thin overlay layer with voids in asphalt mixtures VV and significant influence of the original pavement st

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Makowski, Leonard, Debra L. Bischoff, Phillip Blankenship, Daryl Sobczak, and Fiona Haulter. "Wisconsin Experiences with Reflective Crack Relief Projects." Transportation Research Record: Journal of the Transportation Research Board 1905, no. 1 (2005): 44–55. http://dx.doi.org/10.1177/0361198105190500105.

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Many agencies place hot-mix asphalt overlays on deteriorating jointed or cracked portland cement concrete pavements to improve the ride, protect the pavement structure, and reduce noise. Reflection cracking of the joints and preexisting cracks through the overlay is a persistent problem. In climates such as that in Wisconsin, the initial reflective cracks often appear within a year or two. The Wisconsin Department of Transportation and the City of Milwaukee tried a fine-aggregate, asphalt-rich, polymer-modified asphalt mix interlayer to absorb joint movements, delay reflective cracking, and pr

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Jaskula, Piotr, Cezary Szydlowski, and Marcin Stienss. "Influence of bitumen type on cracking resistance of asphalt mixtures used in pavement overlays." Transportation Overview - Przeglad Komunikacyjny 2018, no. 11 (2018): 49–59. http://dx.doi.org/10.35117/a_eng_18_11_06.

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Cracking is one of the predominant distresses occurring in flexible pavements, especially in old pavements that were rehabilitated with an asphalt overlay. In such cases asphalt mixtures should be designed to ensure high resistance to reflective cracking because new asphalt layers are exposed to existing cracks of the old pavement. The nature of these cracks can be various (transverse, longitudinal as well as crazy cracking). One factor that minimizes this type of distress is the proper mix design process, which should involve selection of specific bitumen binder and mineral mix gradation. How

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Allen Cooley, L., and E. Ray Brown. "Potential of Using Stone Matrix Asphalt for Thin Overlays." Transportation Research Record: Journal of the Transportation Research Board 1749, no. 1 (2001): 46–52. http://dx.doi.org/10.3141/1749-07.

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40

Tsai, Fang-Ling, Robert L. Lytton, and SangIck Lee. "Prediction of Reflection Cracking in Hot-Mix Asphalt Overlays." Transportation Research Record: Journal of the Transportation Research Board 2155, no. 1 (2010): 43–54. http://dx.doi.org/10.3141/2155-05.

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41

Sobhan, Khaled, and Vivek Tandon. "Mitigating Reflection Cracking in Asphalt Overlays using Geosynthetic Reinforcements." Road Materials and Pavement Design 9, no. 3 (2008): 367–87. http://dx.doi.org/10.1080/14680629.2008.9690124.

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Son, Songsu, and Imad L. Al-Qadi. "Engineering Cost–Benefit Analysis of Thin, Durable Asphalt Overlays." Transportation Research Record: Journal of the Transportation Research Board 2456, no. 1 (2014): 135–45. http://dx.doi.org/10.3141/2456-14.

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King, Daniel, and Jeffery R. Roesler. "Backcalculation Procedure for Bonded Concrete Overlays of Asphalt Pavement." Transportation Research Record: Journal of the Transportation Research Board 2457, no. 1 (2014): 72–79. http://dx.doi.org/10.3141/2457-08.

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Raymond, Chris, Susan Tighe, Ralph Haas, and Leo Rothenburg. "Development of Canadian asphalt pavement deterioration models to benchmark performance." Canadian Journal of Civil Engineering 30, no. 4 (2003): 637–43. http://dx.doi.org/10.1139/l03-023.

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The Canadian Long Term Pavement Performance (C-LTPP) study, initiated in 1989, involves 65 sections located at 24 sites constructed with various asphalt overlay rehabilitation treatments. This study investigates the impacts of the various alternative rehabilitation treatments on pavement roughness progression. A series of models are developed for predicting the rate of pavement deterioration occurring for the first 8 years of service. The models examine both within-site factors and between-site factors. Site location is found to be the primary influence on the rate of pavement deterioration. O

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Hossain, Mustaque, Affan Habib, and Todd M. Latorella. "Structural Layer Coefficients of Crumb Rubber–Modified Asphalt Concrete Mixtures." Transportation Research Record: Journal of the Transportation Research Board 1583, no. 1 (1997): 62–70. http://dx.doi.org/10.3141/1583-08.

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Structural layer coefficients for crumb rubber–modified (CRM) asphalt concrete mixtures were developed from the backcalculated moduli values using the falling weight deflectometer (FWD) test results on in situ pavements. Several test sections of recently built crumb rubber–modified pavements on three routes in Kansas (I-135, K-32 and US-56) were selected for this study. I-135 is a newly built asphalt pavement and the other two are gap-graded CRM overlays. Deflection data were collected with a Dynatest 8000 FWD at 21 locations at 7.5-m intervals on each test section on I-135, 22 locations on K-

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Tian, Jiahao, Sang Luo, Ziming Liu, Xu Yang, and Qing Lu. "Determination of Construction Parameters of Porous Ultra-Thin Overlays Based on Laboratory Compaction Studies." Materials 13, no. 20 (2020): 4496. http://dx.doi.org/10.3390/ma13204496.

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To address the severe distresses of asphalt pavement, a new type of pavement maintenance treatment, porous ultra-thin overlay (PUTO) with small particle size was proposed. The PUTO has a thickness of 1.5–2.5 cm and a large void ratio of 18–25%. As a newly asphalt mixture, the structure characteristics differ from poor traditional pavement. Therefore, it is necessary to investigate the fabrication schemes in laboratory and on-site, respectively. In this study, the optimal fabrication schemes, including compaction temperature and number of blows of PUTO were determined based on Cantabro test and

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Harvey, John T., and Bor-Wen Tsai. "Effects of Asphalt Content and Air Void Content on Mix Fatigue and Stiffness." Transportation Research Record: Journal of the Transportation Research Board 1543, no. 1 (1996): 38–45. http://dx.doi.org/10.1177/0361198196154300105.

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The primary objective of most procedures for asphalt concrete mix design is to find an asphalt content that minimizes the possibility of stability failure while providing adequate fatigue and other durability characteristics. To date, the consequences of asphalt content selection and construction compaction on fatigue performance and flexural stiffness have not been thoroughly investigated and documented with experimental data. The results of laboratory-controlled strain flexural beam testing, (i.e., fatigue life and flexural stiffness) for one aggregate and asphalt cement combination, five as

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Xin, Jiyu, Jianzhong Pei, Mitsuyoshi Akiyama, Rui Li, Jiupeng Zhang, and Libo Shao. "A Study on the Design Method for the Material Composition of Small Particle-Size Asphalt Mixture for Controlling Cracks in Asphalt Pavement." Applied Sciences 9, no. 10 (2019): 1988. http://dx.doi.org/10.3390/app9101988.

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Generally, various kinds of cracks are the main type of distresses during the service period of asphalt pavements. To save maintenance costs and improve the crack resistance of asphalt pavements effectively, this paper presents a unique design method for the material composition of small particle-size (SPS) asphalt mixture for controlling cracks in asphalt pavement. First, Stone Mastic Asphalt (SMA)-II was designed as a basic gradation according to the A.N. Talbot curve and SMA-II-1, SMA-II-2 and SMA-II-3 were designed according to the Superpave mix design method, the Bailey method and the Par

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Gharaibeh, Nasir, Francesca LaTorre, Michael Darter, and David Lippert. "Use of Pavement Management System Data For Pavement Engineering Applications." Transportation Research Record: Journal of the Transportation Research Board 1592, no. 1 (1997): 35–45. http://dx.doi.org/10.3141/1592-05.

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Agencies have collected data for pavement management for many years now. These data have been used primarily to develop short- and long-range rehabilitation programs. Another valuable use of these data is improvements to engineering procedures. The Illinois Pavement Feedback System (IPFS) is a comprehensive inventory and monitoring system that was designed in 1984 to provide data for both programming and engineering uses. Over the past 10 years many engineering issues have been addressed through the use of these data. IPFS data were used to provide feedback to designers and administrators on t

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Smith, K. L., K. D. Smith, T. E. Hoerner, and M. I. Darter. "Effect of Initial Pavement Smoothness on Future Smoothness and Pavement Life." Transportation Research Record: Journal of the Transportation Research Board 1570, no. 1 (1997): 60–69. http://dx.doi.org/10.3141/1570-08.

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Initial pavement smoothness has an effect on the future smoothness and life of asphalt concrete (AC) and portland cement concrete (PCC), as well as AC overlays of existing AC and PCC pavements. Initial pavement smoothness has a significant effect in 80 percent of new construction (both AC and PCC pavements) and in 70 percent of AC-overlay construction. Furthermore, using two different analysis techniques, added pavement life can be obtained by achieving higher levels of initial smoothness. Combined results of roughness-model and pavement-failure analyses indicate at least a 9 percent increase

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