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Is Midwest Sealcoat Licensed, Bonded and Insured? Yes to all of the above and very important to protect all parties.

Q: How do apply seal coat material? A: All material is applied by hand squeegee. Hand application ensures proper material penetration and protects surrounding elements from over-spray where spraying applications are used. Q: A: What seal coating material do you use? Midwest Sealcoat uses both Sakrete Amguard S-250 coal tar and SealMaster coal tar.

Q: Will any seal coating material get on my garage, brick pavers or other surrounding elements? A: Careful hand application ensures that seal coat material will only be applied to your asphalt. Q: When should a new driveway be sealed for the first time? A: New driveways can be sealed 90 days after construction This allows any oils to dissipate from surface so there are bonding issues. Q: What time of year do you recommend seal coating? A: The seal coating season is generally May through October Any time during the season is optimal for seal coating. Autumn has been inaccurately consider the best time to seal. As a matter of fact, waiting for fall is not optimal because so many seal coating companies are completely booked. Q: How long should I stay off my driveway after it is sealed? A: Under most conditions, a driveway may be walked on after and hour and a vehicle may drive on it after 24 hours. Q: A: What if rains after my driveway is seal coated? Most often, seal coat material will withstand the rain.

Q: How often should I seal coat my driveway? A: A standard rule of thumb is to seal coat every other year. If a driveway has never been sealed, or not sealed for many years, it should be sealed two years consecutively then every other year. Q: What steps must I take before and after seal coating? A: Remove vehicles and other objects from surface to be seal coated, turn off sprinklers, do not apply lawn fertilizers several days before seal coating, stay off asphalt for recommended time frames, do not mow lawn until seal coat material dries. Q: Is crack sealing a permanent repair? A: Crack sealing, although necessary, will most often not be a permanent repair. After the application the sealer is noticable however; if it is applied correctly, it will last a very long time. Q: A: Will seal coat material level out my asphalt? No, seal coat material will only cover the asphalt surface, not change it.

Q: Do you price match with cheaper competitors? A: Most often not. Remember, you get what you pay for. Midwest Sealcoat has been in business for 20 years offering the utmost in professional service. We will not compete with companies using inferior product or services. Q: What are the terms of payment? A: Residential customers pay for seal coating upon completion of work. Commercial customers are required to make a 30% down payment with the balance being due upon completion of work. Q: How often should my parking lot be striped? A: The general rule is every other year after seal coating. However, depending on corrosive material exposure or heavy traffic, new striping and signage may be required yearly especially fire lanes, stop bars and cross walks. Q: When is the best time to stripe or paint signage? A: Striping and signage should only be painted during times where the temperature is greater than 40 degrees Fahrenheit. Q: How long does it take for striping and signage to dry? A: Under normally dry conditions, cars and foot traffic are safe to travel over painted surfaces within 15 to 30 minutes. Q: Do I have to include Handicap and other markings? A: Yes, you must include all signage required by the municipal or governing code. Midwest Sealcoat will assist in determining the appropriate/legal striping and signage. Q: Is Midwest Sealcoat Licensed, Bonded and Insured? A: Yes to all of the above and very important to protect all parties. Q: What are the benefits of asphalt paving? A: Asphalt pavement is cost effective, durable and 100% recyclable in our service area. Q: What causes asphalt to deteriorate? A: Lack of proper maintenance, insufficient drainage, unprofessional installation or material thickness, improper base materials. Q: Is a tack coat necessary? A: Yes, it helps guarantee the necessary bond between layers of material. Q: When can I install asphalt? A: Depending on weather conditions, generally asphalt can be installed between May and October in Midwest Sealcoats service area.

ASPHALT FOR AIRPORTS QUESTIONS AND ANSWERS Q. Can asphalt be used to pave the runways at airports? A. Yes. In fact, only asphalt can provide a super-smooth, durable surface that can be maintained during off-peak hours and returned to service quickly. Q. At big commercial airports, is asphalt tough enough to take the punishment of heavy planes? A. Yes. Just ask the people who operate some of the busiest airports in the country. Some of the commercial airports with asphalt runways include Baltimore-Washington International, Lindbergh Field in San Diego, McCarren International (Las Vegas), Memphis International, Newark International, Oakland International, O'Hare International (Chicago), and San Francisco International. Q. Is the surface of an asphalt pavement good for landing planes? A. Certainly. An asphalt pavement surface can be designed and constructed to increase skid resistance, lower the risk of hydroplaning, or decrease splash and spray. Q. Does the contractor have to do something special so that the pavement can withstand airplane traffic? A. Yes, and with asphalt, it's simple. Research conducted over the past 15 to 20 years has given us the knowledge to make asphalt pavements strong enough to hold up under the pounding. Q. Do airports need something different from what road users need? A. Yes and no. Motorists want smooth, durable, safe, quiet roads and asphalt can provide those. Airport operators also want super-smooth, durable runways that can be constructed and rehabilitated quickly, to minimize runway downtime.

In that sense, the needs of both are the same. On the other hand, asphalt pavements can be customized to the exact requirements of the particular airport. Q. What happens when an airport shuts down a runway for maintenance? A. With asphalt, it may not be necessary. Just as asphalt roads can be rehabilitated during off-peak hours, so can airport runways. Q. How much does smoothness matter at an airport? A. A lot! The smoother a pavement is, the longer it will last. And, with a smoother surface, takeoffs and landings are both safer and more comfortable. Q. Can Perpetual Pavements be used for airport runways? A. The Perpetual Pavement principle a pavement whose structure lasts indefinitely, with a surface that can be renewed at infrequent intervals works very well for airports. The concept has already been proved at the BaltimoreWashington International Airport in Maryland and Eareckson Air Force Base in Alaska, both of which were recognized with Perpetual Pavement Awards in 2002. Q. Can you give examples of how HMA has been used for airport runway reconstruction? A. Sure! Here are a few: Example: Runway 4R-22L at Newark International Airport was completely reconstructed in just 10 days. The contractor placed 105,000 tons of HMA, meeting extremely aggressive paving specifications. In addition to paving, the contractor removed and replaced all runway lights and saw-cut and sealed all joints on the 9,300-foot-long, 150-foot wide runway. Example: In rebuilding the main runway at Eglin Air Force Base in Florida, the contractor met 100 percent of the smoothness specs. Example: At the Front Range Airport in Colorado, the contractor used a paver

with a computerized grade control to place a 4-inch overlay, and corrected an average of 25 i nches per mile of deviation to 2 inches per mile. Example: Two 7,500-foot-long runways at the Marine Air Corps Station, Cherry Point, North Carolina, needed paving. The Marine Air Corps asked the contractor to minimize transverse joints on the surface, so the contractor built the runways with no joints whatsoever.

Answers to common questions:


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You may walk on new asphalt immediately, but try to keep any vehicles off for at least 24 hours. Avoid turning car wheels or spinning out for at least 7 days to avoid scarring and indentations in the new asphalt. Most scuffing will disappear over time and use of the new asphalt. It is normal for loose gravel or sand to be present at joints or tight areas for the first month or until rain washes it away. In tight areas where the asphalt was hand applied and compacted there may appear a different texture, this will not affect the durability of the asphalt. Small puddles of water may lay on the new asphalt despite every effort to avoid this due to natural slope and drainage. It is recommended to back fill the edges of a new driveway with soil approximately one inch from the top to allow for proper drainage and grass growth. The edges are the weakest part due to lack of side support. Avoid driving off the edges to prevent cracking or crumbling. Asphalt sealcoating is a product that is applied to cured asphalt to extend its service life. Seal Coating is recommended approximately six months after paving to protect the new asphalt from substances such as gasoline, oils, sunlight, and other spilled materials. Latex and silica sand are mixed with a commercial grade seal coat to provide the optimal result.

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Questions and Answers Regarding Hot Mix Asphalt Plants and Environmental and Public Health Considerations Laura C. Green, Ph.D., D.A.B.T. March 14, 2008 Q. Are hot mix asphalt plants relatively common in the United States? A. Yes. There are some 3,600 hot mix asphalt plants in the U.S. (U.S. EPA, 2000, available at http://www.epa.gov/ttn/chief/ap42/ch11/related/ea-report.pdf). Hot-mix asphalt is usually produced at temperatures of about 300 degrees Fahrenheit, and needs to be applied at no

less than about 250 degrees. It therefore needs to be produced relatively close to where it is needed. This is why hot-mix asphalt is produced at thousands of small facilities near residential centers and roadways, rather than at a few large facilities at distant locations. Q. Have hot mix asphalt plants been tested with regard to airborne emissions? A. Yes. The U.S. Environmental Protection Agency (EPA) has extensively tested, or overseen the testing of, hot mix asphalt production. (See http://www.epa.gov/ttn/chief/ap42/ch11/related/c11s01.html and associated links, especially the Emission Assessment Report at http://www.epa.gov/ttn/chief/ap42/ch11/related/ea-report.pdf). Q. On the basis of testing, what has the U.S. EPA concluded? A. U.S. EPA has concluded that even the largest hot mix asphalt plants, provided they are equipped with standard air pollution control equipment, are not major sources of pollution. This is in contrast to almost 200 other types of manufacturing facilities, which are considered, per the federal Clean Air Act, to be major sources of potentially hazardous air pollutants. (See Federal Register: February 12, 2002, Volume 67, Number 29, Pages 6521-6536, National Emission Standards for Hazardous Air Pollutants: Revision of Source Category List Under Section 112 of the Clean Air Act, available at http://frwebgate.access.gpo.gov/cgibin/ getdoc.cgi?dbname=2002_register&docid=02-3348-filed.pdf). Q. Have various state environmental agencies studied hot mix asphalt plants? A. Yes. The North Carolina Department of Environment and Natural Resources (NCDENR), for example, has studied ambient air impacts from asphalt plants in the state, including in the very hilly terrain of western North Carolina. In 1998, NCDENR issued a temporary moratorium on the construction of new asphalt plants due to some citizens concerns about air pollutant emissions. After extensive testing and modeling, NCDENR resumed 2 Cambridge Environmental Inc

58 Charles Street Cambridge, Massachusetts 02141 617-225-0810 FAX: 617-225-0813 Green@CambridgeEnvironmental.com permitting of asphalt plants, finding that properly controlled facilities do not degrade air quality or otherwise endanger public health. NCDENR has studied asphalt plants more than any other state agency, and assesses their impacts using methods similar to those used by South Carolina DEHC. Q. What compounds are emitted to the air from hot mix asphalt plant exhaust stacks? A. The gases expected to exit the exhaust stack of the proposed facility are listed below in the table. As shown, more than 99% of the exhaust gases are made up of four chemicals nitrogen, water vapor, oxygen, and carbon dioxide. Emissions of these four chemicals, at these rates, are not expected to affect public health. Table. Typical concentrations of compounds in gases emitted by hot-mix asphalt facilities. Compound Concentration in stack gas Nitrogen 67.7 % Water 20.0 % Oxygen 9.5 % Carbon dioxide 2.8 % Carbon monoxide 0.02 % Sulfur dioxide 0.004 % Nitrogen oxides 0.005 % Volatile organic compounds (VOCs) 0.004 % Total 100 % Q. Can the other emitted materials listed above harm health? A. Yes, but only at sufficiently large concentrations, and not at small concentrations emitted by asphalt plants. Very large concentrations of substances such as carbon monoxide, sulfur

dioxide, nitrogen oxides, and some members of a group of chemicals known as volatile organic compounds (VOCs, such as formaldehyde and benzene) can harm health. These pollutants, which are products of incomplete combustion, are emitted by cars and trucks, electric power plants, cigarettes, and many other sources. Cambridge Environmental Inc 58 Charles Street Cambridge, Massachusetts 02141 617-225-0810 FAX: 617-225-0813 Green@CambridgeEnvironmental.com 3 Q. Will children or others at the New Heights Middle School in Jefferson be endangered if the proposed hot mix asphalt plant is built? A. No. The proposed asphalt plant will, of course, emit pollutants, but not at dangerous levels. For example, the proposed plant would emit benzene, but this benzene will represent only 0.2% of the benzene already in outdoor air at the School (and throughout the County) due to cars, trucks, and other ordinary sources of this pollutant. Similarly, the proposed plant would add some formaldehyde to local outdoor air, but this increment would represent less than 2% of the formaldehyde already present. Because of its rural location, air quality in Jefferson is quite good, and is expected to remain so regardless of whether or not the plant is built and operated. Q. Do fugitive emissions emissions not captured by air pollution control devices

significantly adversely affect air quality and public health? A. No. Fugitive emission sources from hot mix asphalt production include: aggregate material handling and traffic; vapors released from equipment vents and from hot-mix asphalt placed into trucks; and truck exhaust.

Public concerns in the late 1990's prompted U.S. EPA to conduct a comprehensive study in which two hot mix asphalt plants (one in California and one in Massachusetts) were tested extensively for fugitive emissions and stack emissions. The EPA found that fugitive emissions of volatile substances were small, relative to exhaust stack emissions. (See EPA s 2000 Hot Mix Asphalt Plants Emission Assessment Report at http://www.epa.gov/ttn/chief/ap42/ch11/related/ea-report.pdf). Cambridge Environmental Inc 58 Charles Street Cambridge, Massachusetts 02141 617-225-0810 FAX: 617-225-0813 Green@CambridgeEnvironmental.com 4 Q. Are emissions from hot mix asphalt plants harmful to worker health? A. With regard to worker health and safety, although roofers who work with roofing asphalts (which are quite different, chemically and physically, from paving asphalts) and who remove coal-tar based products may be at some excess risk of some respiratory disease, people working with paving asphalt do not seem to be at excess risk. Watkins and colleagues (J. Occup. Environ. Med. 2002:44:551-558) found no excess risk of lung cancer or of non-malignant lung disease due to asphalt exposure in workers exposed occupationally to asphalt fumes. Q. Do asphalt plants or asphalt concrete otherwise threaten water quality? A. No. Many hot mix asphalt plants operate near drinking water aquifers and other potentially sensitive areas without incident. Asphalt concrete (the finished product) is solid and inert at all ambient temperatures. Asphalt concrete does not dissolve in water. Asphalt has been used for more than 50 years to line drinking water reservoirs and fish rearing ponds. Water in these settings must meet rigorous, health-based, drinking water standards. For example, for more than 40 years, the Metropolitan Water District of Southern California

has used hot mix asphalt to line its drinking water reservoirs. Many fish hatchery ponds in Oregon and Washington are lined with hot mix asphalt. Q. Overall, then, are emissions from modern hot mix asphalt plants hazardous to public health? A. No: although some of the chemical compounds emitted by asphalt plants can be hazardous if people are exposed to high enough levels, the amounts of these compounds emitted from these plants (and from associated operations, such as loading the product onto trucks) are too small to affect public health. Hot mix asphalt production facilities are not major sources of air pollution per U.S. EPA. Air quality modeling of emissions from modern hot mix asphalt facilities almost always shows that impacts are very small, even for the nearest neighbors to a site, let alone for those farther afield. Odors can and should be controlled to acceptable levels, as should dust and traffic from such operations. Experience with thousands of currently operating hot mix asphalt plants in the nation indicates that they can be designed and operated in manners consistent with maintenance of environmental quality and public health.

Homeowners often have many questions about their asphalt driveways. How long will it last? Why should I sealcoat the asphalt? What about cracks in my driveway? What about these ugly stains? If you are a homeowner with an asphalt driveway you have probably asked yourself these questions, and they probably led to more questions, so we will attempt to provide some answers for you. How long will my asphalt driveway last? Well that all depends... A properly constructed and maintained asphalt driveway will probably last 20 to 30 years. Properly constructed is a big factor here. Too often a driveway is the last thing on the list when constructing a new home. All to often if there have been overruns in construction costs the driveway will pay the price . As contractors it s not unusual to hear a homebuilder say we only have

$XXX left for paving the drive. What can you do for that much? Of course that amount is usually less than what is actually needed to do a proper job. Many times premature structural failures in driveways are caused by this scenario or in older homes perhaps the previous owner was only concerned about low price, not high quality, if they had the drive replaced. Unfortunately it s often impossible to tell how well the driveway was constructed after the fact. One tip would be if a new home driveway was not guaranteed against any structural defects for at least 2 years, or if there are areas that look rough or that hold water. The second part of this is properly maintained . If asphalt pavements didn t need maintenance your city street department would be out of a job as would thousands of pavement maintenance contractors. As we get to answers to some more common questions proper maintenance will become self-explanatory. Why should I sealcoat my driveway? Asphalt pavements are made up of stone (aggregate) fine stone or sand, and asphalt cement. The asphalt cement is what gives the pavement it s black appearance and is the glue that holds everything together. Often I joking answer this question in person by asking why do you paint the wood on your house? It s obvious of course; to preserve the wood and protect it from damage from the elements. The same is true of asphalt pavements. Have you noticed that new asphalt is jet black but soon begins to fade and in a year or two has turned gray? That s oxidation. The effects of the sun and rain/snow oxidizing the asphalt cement in the pavement. Given enough time the pavement becomes brittle and has less resistance to the loads placed on it. This can lead to a multitude of problems. Asphalt is a petroleum product so any other petroleum derivatives that contact it will dissolve into the asphalt, weakening or dissolving the asphalt s glue like properties. These substances commonly include motor oil, transmission/power steering/ or brake fluids, gasoline, and perhaps household solvents like some cleaners. It s common to see asphalt damaged by concrete cleaning products used on a sidewalk but rinsed onto a driveway. And the other common products mentioned can come from anywhere; a leaking car, oiling the chain on the kid s bikes, spills while servicing the lawnmower, the list is endless. A good quality sealcoating will protect the asphalt pavement from all these damaging factors while providing the curb appeal of a new-looking black appearance. It s often overlooked that sealcoating not only seals the harmful elements out but seals the beneficial properties of the asphalt cement in. Many years of research has proven that proper maintenance including sealcoating can double the life of an asphalt pavement. (Sealcoating is not new by any means. The first sealcoating materials were developed in the 1930 s for Standard Oil to help protect the pavement in their service stations.) Because of the scope of this subject there is another article devoted to types of sealers, doing it yourself vs. hiring a contractor, etc. Also see our article on why sealcoating works and how it can save you money. What about those cracks in my driveway? Those need immediate attention. A host of problems leading to major failure can result from the small start of a few cracks left unattended. You may wonder why we address this apart from sealcoating. Sealcoating is for sealing an asphalt surface. It does nothing of value for cracks larger than a hairline or in layman s terms the size of a pencil lead or larger. Actual cracks in the pavement require specialized

crack sealant materials. Left alone cracks allow moisture to penetrate the asphalt surface. Water expands as it freezes, so moisture in the cracks does the greatest damage in the winter months. But before you breathe a sigh of relief because you live in a warm area, moisture penetration does great damage to pavement no matter what the temperature. It just does more damage faster in freezing conditions. Homeowner grade crack sealants are always cold applied and must dry. (Contractors use a superior method with hot-applied materials that set as soon as they cool). The main issue in sealing cracks is that they MUST be clean, dry, and have no vegetation present prior to any sealing. Homeowners should always shop for a sealant containing the highest possible amount of rubber. The rubber allows the sealant to expand and contract with the pavement. Cheaper crack fillers are hard when cured and as the pavement moves they will separate from the asphalt, and allow moisture to penetrate again. What about these ugly stains? Be careful. One way to prevent stains is to sealcoat the pavement in the first place, but depending on the type of stain the cure can be more damaging than the illness. Be careful to read the label of any driveway cleaning product. Many contain solvents. ANY solvent will damage the asphalt pavement and should be avoided, even if the product says it s for driveways. Often for oily stains the best approach is a biodegradable cleaner (like Simple Green or similar), if those are not readily available plain dishwashing soap will do. Mix a soapy water solution, apply to the stain and let stand for a few minutes, then get a good scrub brush and apply a liberal amount of elbow grease and rinse thoroughly. Take note if the scrub brush begins to loosen stones in the asphalt. If this happens, stop and rinse. That is an indication that whatever stained the drive has already weakened the asphalt and you could cause more damage trying to remove it. Contractors have a variety of products made for priming stains before applying sealcoating, however these may not be available to home owners and depending on the type of stain, sealcoating may not adhere to the stained areas. This is a situation where you might want to do a test area if you were sealing yourself to see if the sealer would adhere (apply according to directions, wait 2-3 days, then scuff at the sealer with your shoe or a stiff brush. If it loosens from the stain you may need professional help. We hope this gives you some basic answers to the questions many people have. For further information on these individual subjects please consult our other articles.

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What is a prime coat? An application of a low viscosity asphalt to a granular base in preparation for an asphalt surface course. What is the purpose of a prime coat? To coat and bond loose material particles on the surface of the base. To harden or toughen the base surface to provide a work platform for construction equipment To plug capillary voids in the base course surface to prevent migration of moisture. To provide adhesion between the base course and the succeeding course.

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What asphalt materials should be used for prime coats? 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 MC30 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 slowsetting 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.

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Is a prime coat necessary? At one time it was thought that a prime coat was an essential element of good pavement construction. However, in recent years some engineers have eliminated the use of a prime, especially when asphalt layer(s) (surface and/or base) is 4 inches or more in thickness. In many instances, prime coats have not been used even when surface thickness have been as thin as 2 inches. Over the past 20 years, few, if any, pavement failures can be attributed to the lack of prime coat. Top Contents

TACK COATS Q. Why is a tack coat needed?

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To ensure a bond between the succeeding layers of a pavement. What material should be used for a tack coat? A slow-setting emulsion, either SS-1, CSS-1, SS-I h, or CSS-1 h, works well when diluted 50/50 with water. What application rate should be used? 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. 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.

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When is a tack coat necessary? Almost always! On rare occasions when a pavement is being constructed which is not being used by traveling public and each succeeding lift is placed in rapid succesion, a tack coat may not be necessary. However, a good cheap insurance policy is to always use tack coats. Top Contents

ASPHALT MIXTURES Q: A: For an asphalt pavement in a container terminal, are there any rules of thumb as to what the maximum load could be without causing damage? No rule of thumb answers your question, but two issues should be considered: Is the pavement structure (subgrade, subbase, base, and all asphalt layers) adequate to support the loads? You need to purchase our MS-23 Manual, Thickness Design of Asphalt Pavements for Heavy Wheel Loads. Or you can purchase our SW-1 Asphalt Thickness Design Software Program, where the MS-23 calculation procedures are automated in one of the modules. Info on both can be found in the link below. Is the hot mix asphalt surface stiff enough to resist deformation (ruts or indentations)? This is dependent on many factors, such as stiffness of the original mixture, age of the mix (gets stiffer over time), temperature of the mix during loading, loading itself, duration of applied load, etc. While not usually a problem, when it occurs it can typically be resolved by placing some steel (or other rigid material) plates below the point load to distribute the load across a wider area.

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Can the same paving equipment be used for Superpave mixes that was used for conventional mixes? Yes. However, since Superpave mixes tend to be coarser and contain modified binders than conventional mixes, good construction practices are more important than ever. Segregation is more likely to occur with coarser mixes if proper equipment and techniques are not used. Density can also be more difficult to achieve with Superpave mixes. Proper rolling techniques and adequate equipment are essential to achieve sufficient compaction. Breakdown rolling for Superpave mixes is normally done right behind the paver when the mix is hottest. Some contractors have found that additional and/or heavier rollers are sometimes needed. Pneumatic rubber-tired rollers work well, but tend to stick to the mat when

polymer modified asphalt is used. Hand-working should be minimized. Sufficient well-graded (not segregated) material should be supplied by the paver augers to the joint to facilitate a low-void, low-permeability seam. Q. A. Is there a problem with milling up and recycling asphalt mixes that used polymer modified binders? Generally speaking, there are no unique problems with using polymer modified mixes as RAP. Some individuals express environmental concerns about running millings containing ground tire rubber (GTR) through a drum plant. Florida uses a small percentage of GTR on most of their highway surface mixes. California and Arizona also use GTR frequently. What is the proper mix temperature? Mix temperature is dependent on the grade of asphalt used in the mix: Less viscous asphalt requires lower temperatures, while more viscous asphalt requiers higher temperatures. At the start of a mix design, target temperatures are specified for proper mixing and compaction. These temperatures should be adjusted for 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. Q. A. What is a minimum temperature for asphalt mixes? 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. Q. A. Q. How do I ensure HMA is impervious to water? Conventional mixes should be impervious to water as long as the total in-place air void content is below 7 to 8%. Mixes with higher void contents can be pervious to air and water leading to premature aging and raveling. Is there a limit on the percentage of RAP utilized in new installations? What about RAP use for resurfacing of old asphalt roads? Any limits? If there are limits on the use of RAP in new or resurfacing installations, who sets the limits? A. The Asphalt Institute strongly endorses the use of RAP in asphalt mixtures. RAP has a history of positive performance. The specifying agency or owner will set the limit for RAP content. Almost all state highway departments now allow the use of RAP. A few restrict its use in wearing courses; even fewer (one or two) prohibit its use completely. Most agencies have developed a means of accomodating the stiffness of the reclaimed asphalt from the RAP by the selection of the particular grade of the virgin binder. The FHWA Asphalt Mixture Expert Task Group developed recommendations that are being considered by the Association of State Highway and Transportation Officials (AASHTO) to provide guidance in asphalt binder grade selection when using RAP. These recommendations are

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summarized below. When 15% or less RAP is used: "The binder grade for the mixture is selected for the environment and traffic conditions the same as for a virgin mix. No grade adjustment is made to compensate for the stiffness of the asphalt in the RAP". When 16 to 25% RAP is used: "The selected binder grade for the new asphalt is one grade lower for both the high and low temperature stiffness than the binder grade required for a virgin asphalt. For example, if the specified binder grade for the virgin mix is a PG 64-22, the required grade for the recycled mix would be a PG 58-28". When more than 25% RAP is used: "The binder grade for the new asphalt binder is selected using an appropriate blending chart for high and low temperature. The low temperature grade is one grade lower than the binder grade required for a virgin asphalt". Normally, the above guidelines would be applied to both new and existing pavements. If a warranty was applied to a project, a more conservative approach - such as the use of blending charts - might be taken. It is suggested that you contact the local state highway agency and/or asphalt binder supplier for the prevailing local practices. Top AGGREGATE Q. A. What is the proper nominal aggregate size to use? Lift thickness governs aggregate size. 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. Top CONSTRUCTION Q. A. Should construction crews be allowed to pave in the rain? 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. Raining or not, new pavement must be placed on a firm, unyielding Contents Contents

base. Critical ideas to keep in mind when dealing with rain: rain will cool the asphalt mix and could make obtaining proper compaction more difficult the asphalt lifts must be able to properly bond together and moisture can be a hindrance to that bond puddles overlaid with HMA turn to steam, which may cause stripping (separation of the asphalt binder from the aggregate) - never pave over puddles whether it is raining or not

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If you temporarily suspend paving operations due to rain, don't forget to: keep all trucks tarped construct a vertical-faced construction joint properly dispose of all material left in the hopper be careful not to track mud and dirt onto the project

y y y y

Asphalt pavements are designed to last for many years, so don't let a sense of urgency to get the job done quickly allow you to make decisions which could strip years away from the pavement life. Q. A. Q. A. Does AI have any recommendations of an asphaltic concrete sealer? Information on fuel-resistant asphalt sealers can be found at www.aaptp.us with Report 05-02. What is the proper thickness of lift that should be used? 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. Q. A. What is the proper mix temperature? 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. Q. A. What is a minimum temperature for asphalt mixes? Mixes must be placed and compacted before they cool to 185 o 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 225 o F, and others may use 250 o F. Q. A. How can you tell that a mix is properly mixed? 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 the new MS-22 and pages 162 and 163 of the old MS-22. Minimum mixing times to meet the specified requirement should 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. of asphalt. Dense-graded aggregate has about 35 sq. ft. of surface area per pound, or 196,000 sq. ft/6000 lb. 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. Q. A. What should be used as a mix release agent for truck beds and rollers? 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 (Joy) mixed with water. The portions 0depend 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 State Department of Transportation for a list of approaved release agents. Q. What is the proper paver speed?

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Paver speed should be geared to mix production and delivery. 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 and width of paver pass. Thicker lift - slower speed; thinner lift - faster speed. Wider pass - slower speed; narrower pass - faster speed. 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.

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Why does the paver pass has a rich shiny strip down the middle with dull, torn-looking edge strips? The paver screed has too much lead crown in it. What causes the paver pass have rich shiny strips on each side and a dull, torn look in the middle? The paver screed does not have enough lead crown in it. Note : Paver screeds should have slightly more crown in the leading edge than in the trailing edge - usually about 1/8 inch. This may very with equipment manufacturer and/or width of paver pass. Even if the trailing edge of the screed is to place a flat or straight grade, the leading edge must still have the increased crown.

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Is there a limit on the percentage of RAP utilized in new installations. What about RAP use for resurfacing of old asphalt roads? Any limits? If there are limits on the use of RAP in new or resurfacing installations, who sets the limits?

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The Asphalt Institute strongly endorses the use of RAP in asphalt mixtures. RAP has a history of positive performance. Regarding limiting the RAP content, that is the decision of the specifying agency or owner. Almost all of the state highway departments now allow the use of RAP. A few restrict its use in wearing courses; even fewer (one or two) do not allow its use at all. Most agencies have developed a means of accomodating the stiffness of the reclaimed asphalt from the RAP by the selection of the particular grade of the virgin binder. The FHWA Asphalt Mixture Expert Task Group developed recommendations that are being considered by the Association of State Highway and Transportation Officials (AASHTO) to provide guidance in asphalt binder grade selection when using RAP. These recommendations are summarized below. When 15% or less RAP is used: "The binder grade for the mixture is selected for the environment and traffic conditions the same as for a virgin mix. No grade adjustment is made to compensate for the stiffness of the asphalt in the RAP". When 16 to 25% RAP is used: "The selected binder grade for the new asphalt is one grade lower for both the high and low temperature stiffness than the binder grade required for a virgin asphalt. For example, if the specified binder grade for the virgin mix is a PG 64-22, the required grade for the recycled mix would be a PG 58-28". When more than 25% RAP is used: "The binder grade for the new asphalt binder is selected using an appropriate blending chart for high and low temperature. The low temperature grade is one grade lower than the binder grade required for a virgin asphalt".

Normally, the above guidelines would be applied to both new and existing pavements. If a warranty was applied to a project, a more conservative approach - such as the use of blending charts - might be taken. It is suggested that you contact the local state highway agency and/or asphalt binder supplier for the prevailing local practices. Top PLACEMENT Q. A. Should construction crews be allowed to pave in the rain? 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. Raining or not, new pavement must be placed on a firm, unyielding base. Critical ideas to keep in mind when dealing with rain: rain will cool the asphalt mix and could make obtaining proper compaction more difficult the asphalt lifts must be able to properly bond together and moisture can be a hindrance to that bond puddles overlaid with HMA turn to steam, which may cause stripping (separation of the asphalt binder from the aggregate) - never pave over puddles whether it is raining or not Contents

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If you temporarily suspend paving operations due to rain, don't forget to: keep all trucks tarped construct a vertical-faced construction joint properly dispose of all material left in the hopper be careful not to track mud and dirt onto the project

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Asphalt pavements are designed to last for many years, so don't let a sense of urgency to get the job done quickly allow you to make decisions which could strip years away from the pavement life. Q. A. Q. A. Does AI have any recommendations of an asphaltic concrete sealer? Information on fuel-resistant asphalt sealers can be found at www.aaptp.us with Report 05-02. How do I determine how much asphalt is required for a project? Here's the process:

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. Use 148 PCF. 3. 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 Q: A: Can the same paving equipment be used for Superpave mixes that was used for conventional mixes? Yes. However, since Superpave mixes do tend to be coarser and contain modified binders than conventional mixes, good construction practices are more important than ever. Segregation is more likely to occur with coarser mixes if proper equipment and techniques are not used. Density can also be more difficult to achieve with Superpave mixes. Proper rolling techniques and adequate equipment are essential to achieve sufficient compaction. Breakdown rolling for Superpave mixes is normally done right behind the paver when the mix is hottest. Some contractors have found that additional and/or heavier rollers are sometimes needed. Pneumatic rubber-tired rollers work well, but tend to stick to the mat when polymer modified asphalt is used.Hand-working should be minimized. Sufficient well-graded (not segregated) material should be supplied by the paver augers to the joint to facilitate a low void, low permeability seam. What is the proper paver speed? 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. Is it ok to cool down the laid mat immediately using water for early traffic? 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. What is acceptable in terms of standing water or ponding on parking lots and other asphalt pavements? The Asphalt Institute recommends a transverse slope of between 1.5 to 3.0% on all pavement surfaces, and an even steeper slope of 3 to 6% on shoulders. Maintaining a slope of at least 1.5% on parking lots will ensure proper surface drainage (no ponding or birdbaths) and minimize infiltration, hydroplaning and the detrimental effects of water. Top COMPACTION Q. A. Should construction crews be allowed to pave in the rain? 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 Contents

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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. Raining or not, new pavement must be placed on a firm, unyielding base. Critical ideas to keep in mind when dealing with rain: rain will cool the asphalt mix and could make obtaining proper compaction more difficult the asphalt lifts must be able to properly bond together and moisture can be a hindrance to that bond puddles overlaid with HMA turn to steam, which may cause stripping (separation of the asphalt binder from the aggregate) - never pave over puddles whether it is raining or not

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If you temporarily suspend paving operations due to rain, don't forget to: keep all trucks tarped construct a vertical-faced construction joint properly dispose of all material left in the hopper be careful not to track mud and dirt onto the project

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Asphalt pavements are designed to last for many years, so don't let a sense of urgency to get the job done quickly allow you to make decisions which could strip years away from the pavement life. Q. A. How many rollers are required? 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 should be 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. Q. A. What is the recommended air void content for compaction of asphalt pavements? Efforts should be made to control compacted air voids between 7% and 3%. At 8% or higher, interconnected voids which allow air and moisture to permeate the pavement, reducing its durability. On the other hand, if air voids fall below 3%, there will be inadequate room for expansion of the asphalt binder in hot weather. When the void content drops to 2% or less, the mix becomes plastic and unstable. How is air void content controlled?

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Air voids are a reverse proportion of the density of the compacted mix. By specifying a density requirement, the voids are inversely controlled. Keep in mind that density is a relative term, compared to a target density of either lab compacted mix, a maximum theoretical density, or a control strip density. Procedures for using the three methods are spelled out on Page 7-17 to 7-21 of the new MS-22 and Page 241 of the old MS-22.

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What should compaction requirements be? Testing should be done on a random sampling basis with a minimum of five tests per lot (agency requirements define a "lot" as "A day's or full day's production"). The average of the five density determinations should be equal to or greater than: 1) 96% of lab density with no test less than 94% 2) 92% of maximum theoretical with no test less than 90%. 3) 99% of the control strip density

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What is the best way to check density? Nuclear gauges are generally used for density testing because of the ease and speed with which the testing can be done. This allows for many more tests - more than the five minimum for a better statistical result. Caution : The nuclear density gauge needs to be correlated to core densities that are taken from the same location as was nuclear gauge tested. This should be done for each different mix that might be used.

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How do the lab-compacted air voids of "reheated" asphalt mixture samples compare to the air voids of "original" mixture samples (as-produced, not reheated)? There is not a predictable value or "rule-of-thumb number" for the difference in air void content of original and reheated samples. The general trend would be for the reheated samples to have higher air voids than the original, compacted specimens. Absorption and hardening or stiffening of the asphalt binder in the reheated samples likely causes this difference. Reheated samples can be utilized to give an overall check of the original sample results. Before any significant precision is attributed to reheated sample results, a correlation should be developed for reheated sample air voids and original sample air voids by performing a series of comparative tests.

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What might cause surface cracking on newly placed asphalt concrete? The cracking occurred during the breakdown rolling and finish rolling. Without knowing what the surface cracking looks like, it is hard for us to identify the problem. Could the "surface cracking" be checking cracking from the rolling operation? It is 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 on the mat too hot and/or too tender of a mix. You can reference page 6-9 of the new MS-22 and page 219-220 of the old MS-22 manual if you are not sure what checking is. Can the same paving equipment be used for Superpave mixes that was used for conventional mixes? Yes. However, since Superpave mixes do tend to be coarser and contain modified binders than conventional mixes, good construction practices are more important than ever. Segregation is more likely to occur with coarser mixes if proper equipment and techniques are not used. Density can also be more difficult to achieve with Superpave mixes. Proper rolling techniques and adequate equipment are essential to achieve sufficient

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compaction. Breakdown rolling for Superpave mixes is normally done right behind the paver when the mix is hottest. Some contractors have found that additional and/or heavier rollers are sometimes needed. Pneumatic rubber-tired rollers work well, but tend to stick to the mat when polymer modified asphalt is used.Hand-working should be minimized. Sufficient well-graded (not segregated) material should be supplied by the paver augers to the joint to facilitate a low void, low permeability seam. Q. A. What is the process or how is density target value established or determined? There are several ways to establish density targets. Some of the more common approaches include: Specifying a percentage of the unit weight from the laboratory mix design. Example: 96% of the Marshall unit weight Establishing a value based on results achieved on a project-site test strip. Example: 98% of test strip density. Specifying a percentage of the maximum unit weight. Example: 94% of the maximum unit weight. Specifying some minimum percent of the maximum unit weight has gained acceptance with many specifying agencies. The maximum unit weight is sometimes called the "solid density". This value is based on the asphalt mixture's maximum specific gravity - also known as the Rice value or G mm in Superpave. The maximum unit weight is determined by multiplying the Rice value by 62.4 pounds per cubic foot (PCF). For example, 2.500 is a typical Rice value. 2.500 X 62.4 = 156.0 PCF. Then, if 95% compaction is specified, the minimum acceptable unit weight is: 0.95 X 156.0 = 148.2 PCF. If 93% of solid is specified, or a maximum of 7% air voids are allowed in the compacted mat, then the minimum target value would be 145.1 PCF (0.93 X 156.0). The thickness of the course being compacted does influence its compactability. Too thin a mat does not have sufficient workability, and too thick a mat may be unstable. In order to be compacted, the mixture must have controlled workability. Typically, for dense-graded mixes, a lift thickness of 3 to 4 times the nominal maximum size (NMS) of the aggregate is needed. For example, a mix containing -inch NMS stone should be placed at a compacted depth of at least 1- to 2 inches. If a -inch top-size mix is placed at 1 inch compacted depth, the mat may pull and tear and the stones may be broken by the rollers. Thus, the "depth of paving" does influence the ability to obtain proper compaction. The target value for compaction, based on a materials property - the maximum specific gravity - does not change but the likelihood of meeting the target density is changed. Top LIFT THICKNESS Q. A. Should construction crews be allowed to pave in the rain? 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. Raining or not, new pavement must be placed on a firm, unyielding base. Critical ideas to keep in mind when dealing with rain: Contents

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rain will cool the asphalt mix and could make obtaining proper compaction more difficult the asphalt lifts must be able to properly bond together and moisture can be a hindrance to that bond puddles overlaid with HMA turn to steam, which may cause stripping (separation of the asphalt binder from the aggregate) - never pave over puddles whether it is raining or not

If you temporarily suspend paving operations due to rain, don't forget to: keep all trucks tarped construct a vertical-faced construction joint properly dispose of all material left in the hopper be careful not to track mud and dirt onto the project

y y y y

Asphalt pavements are designed to last for many years, so don't let a sense of urgency to get the job done quickly allow you to make decisions which could strip years away from the pavement life. Q: A: Can the same paving equipment be used for Superpave mixes that was used for conventional mixes? Yes. However, since Superpave mixes do tend to be coarser and contain modified binders than conventional mixes, good construction practices are more important than ever. Segregation is more likely to occur with coarser mixes if proper equipment and techniques are not used. Density can also be more difficult to achieve with Superpave mixes. Proper rolling techniques and adequate equipment are essential to achieve sufficient compaction. Breakdown rolling for Superpave mixes is normally done right behind the paver when the mix is hottest. Some contractors have found that additional and/or heavier rollers are sometimes needed. Pneumatic rubber-tired rollers work well, but tend to stick to the mat when polymer modified asphalt is used. Hand-working should be minimized. Sufficient well-graded (not segregated) material should be supplied by the paver augers to the joint to facilitate a low void, low permeability seam. What is the recommended minimum lift thickness for placing HMA? Minimum lift thickness should be at least 3 times the nominal maximum aggregate size to ensure aggregates can align themselves during compaction to achieve required density and also to ensure mix is impermeable. The maximum lift thickness is also dependent on the type of compaction equipment being used. When static steel-wheeled rollers are used, the maximum lift thickness that can be properly compacted is 3 inches. When pneumatic or vibratory roller is used, the maximum lift thickness 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 6 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. Top WEATHER Q. A. Should construction crews be allowed to pave in the rain? 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 Contents

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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. Raining or not, new pavement must be placed on a firm, unyielding base. Critical ideas to keep in mind when dealing with rain: rain will cool the asphalt mix and could make obtaining proper compaction more difficult the asphalt lifts must be able to properly bond together and moisture can be a hindrance to that bond puddles overlaid with HMA turn to steam, which may cause stripping (separation of the asphalt binder from the aggregate) - never pave over puddles whether it is raining or not

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If you temporarily suspend paving operations due to rain, don't forget to: keep all trucks tarped construct a vertical-faced construction joint properly dispose of all material left in the hopper be careful not to track mud and dirt onto the project

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Asphalt pavements are designed to last for many years, so don't let a sense of urgency to get the job done quickly allow you to make decisions which could strip years away from the pavement life. Q. A. Can asphalt be applied in the rain (light drizzle)? It is not avisable to start paving if it is raining. If rain starts after paving has begun, the work can continue as long as there is no standing water and the rain is not too hard. The primary concern is achieving adequate compaction, as the mix will cool much faster due to evaporative cooling if laid on a wet surface or rain falls on an uncompacted mat. Additional compactive effort will be needed and monitoring temperatures is key to acheiving adequate density. Top Contents

PLANT OPERATIONS Q. A. Is there a problem with milling up and recycling asphalt mixes that used polymer modified binders? Generally speaking, there are no unique problems with using polymer modified mixes as RAP. Some individuals express environmental concerns about running millings containing ground tire rubber (GTR) through a drum plant. Florida uses a small percentage of GTR on most of their highway surface mixes. California and Arizona also use GTR frequently. How can you tell that a mix is properly mixed? 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, where the producer miesx each batch as quickly as possible (probably in about 30

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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 the new MS-22 and pages 162 and 163 of the old 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. of asphalt. Dense-graded aggregate has about 35 sq. ft. of surface area per pound, or 196,000 sq. ft/6000 lb. 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. Top INTERSECTIONS Q. A. How do you design a good quality asphalt instersection? 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. Intersection Strategy 1: Developing a Strategy for Better Performing Intersection Pavements Intersection Strategy 2: Ensuring Structural Adequacy-A Key Step to Intersection Strategies Intersection Strategy 3: Materials and Construction Concerns for Improved Intersection Performance Intersection Strategy 4: Three Examples of Implementing the Plan World's Strongest Intersection Contents

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For an asphalt pavement in a container terminal, is there any rules of thumb as to what the maximum load could be without causing damage? No rule of thumb answers your question. There are two issues: Is the pavement structure (subgrade, subbase, base, and all asphalt layers) adequate to support the loads? You need to purchase our MS-23 Manual, Thickness Design of Asphalt Pavements for Heavy Wheel Loads. Or you can purchase our SW-1 Asphalt Thickness Design Software Program, where the MS-23 calculation procedures are automated in one of the modules. Info on both can be found in the link below.

Is the hot mix asphalt surface stiff enough to resist deformation (ruts or indentations)? This is dependent on many factors, such as stiffness of the original mixture, age of the mix (gets stiffer over time), temperature of the mix during loading, loading itself, duration of applied load, etc. This is generally not a problem, but if it is, can typically be resolved by placing some steel (or other rigid material) plates below the point load to distribute the load across a wider area.

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How do the lab-compacted air voids of "reheated" asphalt mixture samples compare to the air voids of "original" mixture samples (as-produced, not reheated)? There is not a predictable value or "rule-of-thumb number" for the difference in air void content of original and reheated samples. The general trend would be for the reheated samples to have higher air voids than the original, compacted specimens. Absorption and hardening or stiffening of the asphalt binder in the reheated samples likely causes this difference. Reheated samples can be utilized to give an overall check of the original sample results. Before any significant precision is attributed to reheated sample results, a correlation should be developed for reheated sample air voids and original sample air voids by performing a series of comparative tests.

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Is there a problem with milling up and recycling asphalt mixes that used polymer modified binders? Generally speaking, there should be no unique problems with using polymer modified mixes as RAP. There have been some individuals express environmental concerns about running millings containing ground tire rubber (GTR) through a drum plant. Florida uses a small percentage of GTR on most of their highway surface mixes. California and Arizona also use GTR frequently. What is the proper mix temperature? 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. Top Contents

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SURFACE TREATMENTS Q. A. Q. A. Q. A. Does AI have any recommendations of an asphaltic concrete sealer? Information on fuel-resistant asphalt sealers can be found at www.aaptp.us with Report 05-02. What type asphalt should be used? A liquid asphalt, such as a Rapid Setting Emulsion (RS-1,2 or CRS-1,2 includes modified) 1 Cutback asphalts in some areas depending on EPA regulations which would include RC-250, 800 or 3000, are normally used. Highly skilled crews could also use an AC-5 or 10. How much asphalt should be applied to the aggregate? (chips) The amount of asphalt applied depends on three factors:

1) The existing surface condition, 2) the amount of traffic, and 3) 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. Q. Do the chips need to be clean?

0A. Yes - AASHTO T-11 Dust ratio should be less than 0.75 Q. A. What causes roadway streaking in chip seals? Several factors can lead to this appearance; improper distributor nozzle sizes, pump pressure, spray bar height, angle of nozzle, and cold asphalt. Top Contents

MIX RELEASE AGENTS Q. A. What should be used as a mix release agent for truck beds and rollers? 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. It has been our experience that a special release agent is required for modified asphalts. Contact your local State Department of Transportation for a list of approved release agents. Top Contents

SPECIAL APPLICATIONS Q. A. Q. A. Does AI have any recommendations of an asphaltic concrete sealer? Information on fuel-resistant asphalt sealers can be found at www.aaptp.us with Report 05-02. Is there a way to color an asphalt pavement other than shades of black and grey? 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.

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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.

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For an asphalt pavement in a container terminal, is there any rules of thumb as to what the maximum load could be without causing damage? No rule of thumb answers to your question. There are two issues: Is the pavement structure (subgrade, subbase, base, and all asphalt layers) adequate to support the loads? You need to purchase our MS-23 Manual, Thickness Design of Asphalt Pavements for Heavy Wheel Loads. Or you can purchase our SW-1 Asphalt Thickness Design Software Program, where the MS-23 calculation procedures are automated in one of the modules. Info on both can be found in the link below. Is the hot mix asphalt surface stiff enough to resist deformation (ruts or indentations)? This is dependent on many factors, such as stiffness of the original mixture, age of the mix (gets stiffer over time), temperature of the mix during loading, loading itself, duration of applied load, etc. This is generally not a problem, but if it is, can typically be resolved by placing some steel (or other rigid material) plates below the point load to distribute the load across a wider area.

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How do the lab-compacted air voids of "reheated" asphalt mixture samples compare to the air voids of "original" mixture samples (as-produced, not reheated)? There is not a predictable value or "rule-of-thumb number" for the difference in air void content of original and reheated samples. The general trend would be for the reheated samples to have higher air voids than the original, compacted specimens. Absorption and hardening or stiffening of the asphalt binder in the reheated samples likely causes this difference. Reheated samples can be utilized to give an overall check of the original sample results. Before any significant precision is attributed to reheated sample results, a correlation should be developed for reheated sample air voids and original sample air voids by performing a series of comparative tests. Top Contents

TROUBLESHOOTING Q. A. Should construction crews be allowed to pave in the rain? 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. Raining or not, new pavement must be placed on a firm, unyielding base. Critical ideas to keep in mind when dealing with rain:

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rain will cool the asphalt mix and could make obtaining proper compaction more difficult the asphalt lifts must be able to properly bond together and moisture can be a hindrance to that bond puddles overlaid with HMA turn to steam, which may cause stripping (separation of the asphalt binder from the aggregate) - never pave over puddles whether it is raining or not

If you temporarily suspend paving operations due to rain, don't forget to: keep all trucks tarped construct a vertical-faced construction joint properly dispose of all material left in the hopper be careful not to track mud and dirt onto the project

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Asphalt pavements are designed to last for many years, so don't let a sense of urgency to get the job done quickly allow you to make decisions which could strip years away from the pavement life. Q. A. Q. A. Q. A. Q. A. Does AI have any recommendations of an asphaltic concrete sealer? Information on fuel-resistant asphalt sealers can be found at www.aaptp.us with Report 05-02. What causes tire scuffing and what should be done about it? See the following pdf document: Position Paper - Tire Scuffing & Indentations by the Ontario Hot Mix Producers Association The paver pass has a rich shiny strip down the middle with dull, torn-looking edge strips. The paver screed has too much lead crown in it. What causes the paver pass to have rich shiny strips on each side and a dull, torn look in the middle. The paver screed does not have enough lead crown in it. Note : Paver screeds should have slightly more crown in the leading edge than in the trailing edge - usually about 1/8 inch. This may very with equipment manufacturer and/or width of paver pass. Even if the trailing edge of the screed is to place a flat or straight grade, the leading edge must still have the increased crown. Q: A: Can the same paving equipment be used for Superpave mixes that was used for conventional mixes. Yes. However, since Superpave mixes do tend to be coarser and contain modified binders more often than conventional mixes, good construction practices are more important than ever. Segregation is more likely to occur with coarser mixes if proper equipment and techniques are not used. Density can also be more difficult to achieve with Superpave mixes. Proper rolling techniques and adequate equipment are essential to achieve sufficient compaction. Breakdown rolling for Superpave mixes is normally done right behind the paver when the mix is hottest. Some contractors have found that additional and/or heavier rollers are sometimes needed. Pneumatic rubber-tired rollers work well, but tend to stick to the mat when polymer modified asphalt is used. Hand-working should be minimized. Sufficient well-graded (not segregated) material should be supplied by the paver augers to the joint to facilitate a low void, low permeability seam. What might cause surface cracking on newly placed asphalt concrete? The cracking occurred during the breakdown rolling and finish rolling. 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

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6-6 of the new MS-22 manual and page 219 & 220 of the old MS-22 if you are not sure what check cracking is. Railroads Q. A. Does AI have any information about asphalt and its use in railroad beds? Railroad information can be found in the Construction, Thickness and Design, Maintenance and Rehabilitation, and Pavement Performance Documents pages. You can also visit a web page on the University of Kentucky website where you can download papers, PowerPoints and also the computer program called KENTRACK, which is computer program for hot mix asphalt and conventional ballast railway trackbeds.

MIX AND THICKNESS DESIGN Q: A: For an asphalt pavement in a container terminal, is there any rules of thumb as to what the maximum load could be without causing damage? No rule of thumb answers to your question, but two issues should be considered: Is the pavement structure (subgrade, subbase, base, and all asphalt layers) adequate to support the loads? You need to purchase our MS-23 Manual, Thickness Design of Asphalt Pavements for Heavy Wheel Loads. Or you can purchase our SW-1 Asphalt Thickness Design Software Program, where the MS-23 calculation procedures are automated in one of the modules. Info on both can be found in the link below. Is the hot mix asphalt surface stiff enough to resist deformation (ruts or indentations)? This is dependent on many factors, such as stiffness of the original mixture, age of the mix (gets stiffer over time), temperature of the mix during loading, loading itself, duration of applied load, etc. While not usually a problem, when it occurs it can typically be resolved by placing some steel (or other rigid material) plates below the point load to distribute the load across a wider area.

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Is there a problem with milling up and recycling asphalt mixes that used polymer modified binders? Generally speaking, there are no unique problems with using polymer modified mixes as RAP. Some individuals have expressed environmental concerns about running millings containing ground tire rubber (GTR) through a drum plant. Florida uses a small percentage of GTR on most of their highway surface mixes. California and Arizona also use GTR frequently. What is the proper nominal aggregate size to use? Nominal aggregate size dictates lift thickness. Minimum lift thickness should be at least 3 times the nominal maximum aggregate size to ensure aggregate can align themselves during compaction to achieve required density and also to ensure mix is impermeable. Therefore, the desired lift thickness can direct the decision on nominal aggregate size to use. 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 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 6 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.

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What is the recommended air void content for compaction of asphalt pavements? Efforts should be made to control compacted air voids between 7% and 3%. Once voids reach 8% or higher, you get interconnected voids which allow air and moisture to permeate the pavement which reduces the durability of the pavement. On the other hand, if air voids fall below 3%, there will be inadequate room for expansion of the asphalt binder in hot weather and when the void content drops to 2% or less, the mix

becomes plastic and unstable. Q. A. How is air void content controlled? Air voids is a reverse proportion of the density of the compacted mix. By specifying a density requirement, the voids are inversely controlled. Keep in mind that density is a relative term, compared to a target density of either lab compacted mix, a maximum theoretical density, or a control strip density. Procedures for using the three methods are spelled out on Page 7-17 to 7-21 of the new MS-22 and Page 241 of the old MS-22. Q. A. What is the process or how is Density Target Value established or determined? There are several ways to establish density targets. Some of the more common approaches include: Specifying a percentage of the unit weight from the laboratory mix design. Example: 96% of the Marshall unit weight Establishing a value based on results achieved on a project-site test strip. Example: 98% of test strip density. Specifying a percentage of the maximum unit weight. Example: 93% of the maximum unit weight.

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Specifying some minimum percent of the maximum unit weight has gained acceptance with many specifying agencies. The maximum unit weight is also sometimes called the "solid density". This value is based on the asphalt mixtures maximum specific gravity - also known as the Rice value or G mm in Superpave. The maximum unit weight is determined by multiplying the Rice value by 62.4 pounds per cubic foot (PCF). For example, 2.500 is a typical Rice value. 2.500 X 62.4 = 156.0 PCF. Then, if 95% compaction is specified, the minimum acceptable unit weight is: 0.95 X 156.0 = 148.2 PCF. If 93% of solid is specified, or a maximum of 7% air voids are allowed in the compacted mat, then the minimum target value would be 145.1 PCF (0.93 X 156.0). The thickness of the course being compacted does influence its compactability. Too thin a mat does not have sufficient workability, and too thick a mat may be unstable. In order to be compacted, the mixture must have controlled workability. Typically, for dense-graded mixes, a lift thickness of 3 to 4 times the nominal maximum size (NMS) of the aggregate is needed. For example, a mix containing -inch NMS stone should be placed at a compacted depth of at least 1- to 2 inches. If a -inch top-size mix is placed at 1 inch compacted depth, the mat may pull and tear and the stones may be broken by the rollers. Thus, the "depth of paving" does influence the ability to obtain proper compaction. The target value for compaction, based on a materials property - the maximum specific gravity, does not change but the likelihood of meeting the target density is changed. In some cases, after exhausting all reasonable efforts to achieve the desired density, the project engineer may establish a new target value based on attainable values achieved on that project. This reduced density should only be allowed after all rolling pattern and other adjustments have been unsuccessful. Performance of asphalt mixtures is directly related to density. Q. Is there a limit on the percentage of RAP utilized in new installations. What about RAP use for resurfacing of old asphalt roads? Any limits? If there are limits on the use of RAP in new or resurfacing installations, who sets the limits? A. The Asphalt Institute strongly endorses the use of RAP in asphalt mixtures. RAP has a history of positive performance.

Regarding limiting the RAP content, that is the decision of the specifying agency or owner. Almost all of the state highway departments now allow the use of RAP. A few restrict its use in wearing courses; even fewer (one or two) do not allow its use at all. Most agencies have developed a means of accomodating the stiffness of the reclaimed asphalt from the RAP by the selection of the particular grade of the virgin binder. The FHWA Asphalt Mixture Expert Task Group developed recommendations that are being considered by the Association of State Highway and Transportation Officials (AASHTO) to provide guidance in asphalt binder grade selection when using RAP. These recommendations are summarized below. When 15% or less RAP is used: "The binder grade for the mixture is selected for the environment and traffic conditions the same as for a virgin mix. No grade adjustment is made to compensate for the stiffness of the asphalt in the RAP". When 16 to 25% RAP is used: "The selected binder grade for the new asphalt is one grade lower for both the high and low temperature stiffness than the binder grade required for a virgin asphalt. For example, if the specified binder grade for the virgin mix is a PG 64-22, the required grade for the recycled mix would be a PG 58-28". When more than 25% RAP is used: "The binder grade for the new asphalt binder is selected using an appropriate blending chart for high and low temperature. The low temperature grade is one grade lower than the binder grade required for a virgin asphalt".

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Normally, the above guidelines would be applied to both new and existing pavements. If a warranty was applied to a project, a more conservative approach - such as the use of blending charts - might be taken. The current trend is toward allowing an increase in the amout of RAP in a mix, however, it is suggested that you contact the local state highway agency and/or asphalt binder supplier for the prevailing local practices. Q. A. What is the proper mix temperature? Mix temperature is dependent on the grade of asphalt used in the mix. Less viscous the asphalt requires lower the temperatures, while more viscous asphalt requires higher temperatures. At the start of a mix design project, target temperatures are specified for proper mixing and compaction. These temperatures should be adjusted for project conditions (weather, haul distances, etc.). Whenever possible, variances of more than 25 degrees from the mix temperature should be avoided. Note: When working with modified binder, the binder supplier should provide mix temperature recommendations. Q. A. How do the lab-compacted air voids of "reheated" asphalt mixture samples compare to the air voids of "original" mixture samples (as-produced, not reheated)? There is not a predictable value or "rule-of-thumb number" for the difference in air void content of original and reheated samples. The general trend would be for the reheated samples to have higher air voids than the original, compacted specimens. Absorption and hardening or stiffening of the asphalt binder in the reheated samples likely causes this difference. Reheated samples can be utilized to give an overall check of the original sample results. Before any significant precision is attributed to reheated sample results, a correlation should be developed for reheated sample air voids and original sample air voids by performing a series of comparative tests.

LIQUID ASPHALT Q. A. How do you determine the thermal conductivity of asphalt cement? The equation we have used for thermal conductivity is: K = (0.813/d)*(1-(0.0003*(t-32))) where: d is the specific gravity at 60F/60F t is the temperature in F K is the thermal conductivity (BTU-in)/(hour-ft2-F) This information comes from page 870 of Asphalts and Allied Substances, 4th Edition , by Herbert Abraham (published in 1938). Q. A. Q. A. What is the vapor pressure of asphalt at typical storage temperatures? It is estimated that at a typical inventory temperature of 325F, the vapor pressure of petroleum asphalt is less than 0.01 psia (1.5e-3 kPa). What is the typical thermal BTU value for a pound of asphalt? BTU varies by temperature and per cent mineral matter in the asphalt. A range is usually quoted, but we have used approximately 158,500 BTU/gal. This value is an average for an AC-10 grade. Most refineries will have a calorimeter somewhere in the lab that is used to run this test. Each company should run its own test on the specific product that is being used. What is a typical value for the specific heat of asphalt cement? The conventional method for determining specific heat for asphalt is listed as follows: c = (0.388 + 0.00045*T)/(d 0.5 ) Where c = specific heat in BTU per pound per F or calories per gram per C d = specific gravity of the asphalt at 60/60F T = temperature, F A typical value for specific heat for a paving grade asphalt binder at 300F is 0.515. This assumes a specific gravity of 1.030. This information comes from page 870 of Asphalts and Allied Substances, 4th Edition , by Herbert Abraham (published in 1938). Q. A. How can I learn more about polyphosphoric acid modification of asphalt? Two excellent resources: 1) Our publication IS-220, Polyphosphoric Acid Modification of Asphalt. You can order off our website.

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2) A workshop on Polyphosphoric Acid Modification of Asphalt Binders was conducted in Minneapolis , MN on April 7-8, 2009. This workshop was jointly sponsored by the Transportation Research Board (TRB), Federal Highway Administration, Minnesota Department of Transportation, TERRA, Association of Modified Asphalt Producers, Innophos, ICL Performance Products, and the Asphalt Institute. All the speaker presentations (both slides and videos) are now available for public viewing at the following link. https://engineering.purdue.edu/NCSC/PPA%20Workshop/2009/index.html

SPECIAL APPLICATIONS Q. A. Is there a way to color an asphalt pavement other than shades of black and grey? While not widely used, there are ways to color an asphalt pavement other than the common blacks and greys. The second and third options below 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.

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Railroads Q. A. Does AI have any information about asphalt and its use in railroad beds? Railroad information can be found in the Construction, Thickness and Design, Maintenance and Rehabilitation, and Pavement Performance Documents pages. You can also visit a web page on the University of Kentucky website where you can download papers, PowerPoints and also the computer program called KENTRACK, which is computer program for hot mix asphalt and conventional ballast railway trackbeds. PRIME COATS Q. A. Q. A. What is a prime coat? An application of a low viscosity asphalt to a granular base in preparation for an asphalt surface course. What is the purpose of a prime coat?

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To coat and bond loose material particles on the surface of the base. To harden or toughen the base surface to provide a work platform forconstruction equipment To protect the base from moisture. To provide adhesion between the base course and the succeeding course.

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What asphalt materials should be used for prime coats? 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 slowsetting 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. Q. A. Is a prime coat necessary? At one time it was thought that a prime coat was an essential element of good pavement construction. However, in recent years some engineers have eliminated the use of a prime, especially when asphalt layer(s) (surface and/or base) is 4 inches or more in thickness. In many instances, prime coats have not been used even when surface thickness have been as thin as 2 inches. Over the past 20 years, few, if any, pavement failures can be attributed to the lack of prime coat. Top TACK COATS Q. A. Q. A. Q. A. Why is a tack coat needed? To ensure a bond between the succeeding layers of a pavement. What material should be used for a tack coat? A slow-setting emulsion, either SS-1, CSS-1, SS-I h, or CSS-1 h, works well when diluted 50/50 with water. What application rate should be used? 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. 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. Q. A. When is a tack coat necessary? Almost always! On rare occasions when a pavement is being constructed which is not being used by traveling public and each succeeding lift is placed in rapid succesion, a tack coat may not be necessary. However, a good cheap insurance policy is to always use tack coats. Top MIX RELEASE AGENTS Q. What should be used as a mix release agent for truck beds and rollers? Contents Contents

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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 State Department of Transportation for a list of approaved release agents. Top Contents

PLACEMENT Q. A. Should construction crews be allowed to pave in the rain? 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. Raining or not, new pavement must be placed on a firm, unyielding base. Critical ideas to keep in mind when dealing with rain: rain will cool the asphalt mix and could make obtaining proper compaction more difficult the asphalt lifts must be able to properly bond together and moisture can be a hindrance to that bond puddles overlaid with HMA turn to steam, which may cause stripping (separation of the asphalt binder from the aggregate) - never pave over puddles whether it is raining or not

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If you temporarily suspend paving operations due to rain, don't forget to: keep all trucks tarped construct a vertical-faced construction joint properly dispose of all material left in the hopper be careful not to track mud and dirt onto the project

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Asphalt pavements are designed to last for many years, so don't let a sense of urgency to get the job done quickly allow you to make decisions which could strip years away from the pavement life. Q. A. How do I determine how much asphalt is required for a project? 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. Use 148 PCF. 3. 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 Q. A. What is the proper paver speed? 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. Is it ok to cool down the laid mat immediately using water for early traffic? 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. What is acceptable in terms of standing water or ponding on parking lots and other asphalt pavements? Standing water should be avoided, thus the Asphalt Institute recommends a transverse slope of between 1.5 to 3.0% on all pavement surfaces, and an even steeper slope of 3 to 6% on shoulders. Maintaining a slope of at least 1.5% on parking lots will ensure proper surface drainage (no ponding or birdbaths) and minimize infiltration, hydroplaning and the detrimental effects of water. Top COMPACTION Q. A. Should construction crews be allowed to pave in the rain? 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. Raining or not, new pavement must be placed on a firm, unyielding base. Critical ideas to keep in mind when dealing with rain: rain will cool the asphalt mix and could make obtaining proper compaction more difficult the asphalt lifts must be able to properly bond together and moisture can be a hindrance to that bond puddles overlaid with HMA turn to steam, which may cause stripping (separation of the asphalt binder from the aggregate) - never pave over puddles whether it is raining or not Contents

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If you temporarily suspend paving operations due to rain, don't forget to: keep all trucks tarped construct a vertical-faced construction joint properly dispose of all material left in the hopper be careful not to track mud and dirt onto the project

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Asphalt pavements are designed to last for many years, so don't let a sense of urgency to get the job done quickly allow you to make decisions which could strip years away from the pavement life. Q. A. How many rollers are required? 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. Q. A. How is air void content controlled? Air voids is a reverse proportion of the density of the compacted mix. By specifying a density requirement, the voids are inversely controlled. Keep in mind that density is a relative term, compared to a target density of either lab compacted mix, a maximum theoretical density, or a control strip density. Procedures for using the three methods are spelled out on 7-17 to 7-21 of the new MS-22 and Page 241 of the old MS-22. Q. A. What is the recommended air void content for compaction of asphalt pavements? Efforts should be made to control compacted air voids between 7% and 3%. At 8% or higher, interconnected voids which allow air and moisture to permeate the pavement, reducing its durability. On the other hand, if air voids fall below 3%, there will be inadequate room for expansion of the asphalt binder in hot weather. When the void content drops to 2% or less, the mix becomes plastic and unstable. What should compaction requirements be? Testing should be done on a random sampling basis with a minimum of five tests per lot (agency requirements define a "lot" as "A day's or full day's production"). The average of the five density determinations should be equal to or greater than: 1) 96% of lab density with no test less than 94% 2) 92% of maximum theoretical with no test less than 90% 3) 99% of the control strip density Q. A. What is the best way to check density? Nuclear gauges are generally used for density testing because of the ease and speed with which the testing can be done. This allows for many

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more tests - more than the five minimum for a better statistical result. Caution : The nuclear density gauge needs to be correlated to core densities that are taken from the same location as was nuclear gauge tested. This should be done for each different mix that might be used. Top CRACK SEALING Q. A. What is the make-up of a crack sealant. All hot-pour sealants have an asphalt cement base. Manufacturers of sealants modify them with rubber and other materials. An asphalt emulsion sealant (which is not heated) is an asphalt cement which has been liquified using water and an emulsifying agent to allow the water and asphalt to mix. Q. A. Can crack sealing precede a seal coat or hot mix overlay? My concern is that the crack seal material could have a negative reaction with the new surface material. 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 MS-16, Asphalt in Pavement Maintenance. Top SEAL-COATS Q. A. Q. A. Q. A. Does AI have any recommendations of an asphaltic concrete sealer? Information on fuel-resistant asphalt sealers can be found at www.aaptp.us with Report 05-02. What structural value does a chip seal add to a pavement? None Should a newly paved driveway or parking lot be sealed (or seal-coated)? No. A well-designed and constructed low traffic volume pavement, such as a driveway or parking lot, should not require sealing for approximately 2 to 5 years depending on severity of climate and quality of original work. If a new pavement is porous, meaning it allows water into the pavement rather than shedding, or draining off, the rain, this pavement might benefit from a light application of a low viscosity asphalt emulsion. See Application Instructions below. Q. A. Q. A. When should a driveway or parking lot be sealed? Sealing is effective to renew old asphalt surfaces that have become dry and brittle with age, to seal small surface cracks and surface voids, and to inhibit raveling (loss of surface aggregate). So, sealing should be done as soon as any of these distresses are noted. How should driveways and parking lots be sealed? 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 Contents Contents

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. Q. A. When is the optimum time or season for chip seals? Most agencies have a beginning and cut-off date which varies with their climatic regions. Chip seals are ideally placed when the pavement surface temperature is 70o F or more.This temperature range must be maintained for the following 3-5 days for proper setting and curing. Humidity also affects the curing process. A good policy is to seal in the summer months, June, July and August. Can chip seals be of multiple applications? Yes - Chips seals are commonly placed as a double or triple treatment on new construction with single applications used as maintenance or resealing. What type of equipment is needed for this application? A distributor, a chip spreader, self-propelled pneumatic tired roller (at least one, in larger projects up to three), haul trucks, and a power broom for cleaning the surface and sweeping the loose chips from the roadway within 24 hours of application. What are the benefits of a chip seal? Chips seals water-proof the roadway surface, provide uniform surface texture and skid resistance, and seals minor cracks, which prolong pavement life. What is the average life of chip seal? Five to eight years, depending on the traffic and environmental conditions. Why do the chips not adhere to the asphalt? 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 coolChips rolled too lateChips were dirtyChips were excessively wet Traffic was not properly controlled for the following 24 hours after application Rain occurred before the asphalt fully setAsphalt was incompatible with aggregateDemulsibility on emulsion was too lowMaterial failed to break and set adequately Highly absorptive aggregates.

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Do the chips need to be clean? Yes - AASHTO T-11 Dust ratio should be less than 0.75. What is the best size? Single size chips are preferred; however, good seals can be obtained with well graded aggregates. Common chip sizes range from 1/4 to 3/4 inches, depending on the purpose of the seal.

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How soon should the chips be spread after the asphalt application? Immediately What is a Cape seal? This is a slurry seal placed over a chip seal. The slurry seal can be placed anytime after the chip seal has set and cured. What type asphalt should be used? A liquid asphalt, such as a Rapid Setting Emulsion (RS-1,2 or CRS-1,2 includes modified), Cutback asphalts in some areas depending on EPA regulations which would include RC-250, 800 or 3000, are normally used. Highly skilled crews could also use an AC-5 or 10. How much asphalt should be applied for the aggregate? (chips) The amount of asphalt applied depends on three factors: 1. 2. 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.

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What causes roadway streaking in chip seals? Several factors can lead to this appearance; improper distributor nozzle sizes, pump pressure, spray bar height, angle of nozzle, and cold asphalt. Is it acceptable to apply asphalt full width and chips half width? No, the uncovered asphalt will cool below the acceptable application temperature and the chips will not adhere to the asphalt. Top Contents

LIFT THICKNESS Q. A. Should construction crews be allowed to pave in the rain? 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. Raining or not, new pavement must be placed on a firm, unyielding base. Critical ideas to keep in mind when dealing with rain: rain will cool the asphalt mix and could make obtaining proper compaction more difficult

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the asphalt lifts must be able to properly bond together and moisture can be a hindrance to that bond puddles overlaid with HMA turn to steam, which may cause stripping (separation of the asphalt binder from the aggregate) - never pave over puddles whether it is raining or not

If you temporarily suspend paving operations due to rain, don't forget to: keep all trucks tarped construct a vertical-faced construction joint properly dispose of all material left in the hopper be careful not to track mud and dirt onto the project

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Asphalt pavements are designed to last for many years, so don't let a sense of urgency to get the job done quickly allow you to make decisions which could strip years away from the pavement life. Q. A. What is the proper thickness of lift that should be used? 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. Top DRIVEWAY CONSTRUCTION Q. A. Should construction crews be allowed to pave in the rain? 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. Raining or not, new pavement must be placed on a firm, unyielding base. Critical ideas to keep in mind when dealing with rain: rain will cool the asphalt mix and could make obtaining proper compaction more difficult the asphalt lifts must be able to properly bond together and moisture can be a hindrance to that bond puddles overlaid with HMA turn to steam, which may cause stripping (separation of the asphalt binder from the aggregate) - never Contents

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pave over puddles whether it is raining or not If you temporarily suspend paving operations due to rain, don't forget to: keep all trucks tarped construct a vertical-faced construction joint properly dispose of all material left in the hopper be careful not to track mud and dirt onto the project

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Asphalt pavements are designed to last for many years, so don't let a sense of urgency to get the job done quickly allow you to make decisions which could strip years away from the pavement life. Q. A. Q. A. Does AI have any recommendations of an asphaltic concrete sealer? Information on fuel-resistant asphalt sealers can be found at www.aaptp.us with Report 05-02. What do I need to know about building my asphalt driveway? The following document, developed by the Ontario Hot Mix Producers Association (OHMPA) in Toronto, Canada, is an excellent introduction to the key elements in constructing a quality asphalt driveway. Thickness is a crucial element that cannot be compromised. Two inches (2") of compacted Hot Mix Asphalt should perform well when placed on a stable, well-compacted granular base of six inches (6") or more. Three inches (3) or more of Hot Mix Asphalt should be used if the driveway is placed in areas of unstable soils and/or when marginal granular base is provided. ABC's of Driveways (385 kb). From Ontario Hot Mix Asphalt Producers Association (OHMPA) (PDF 385 kb) "Best Practices" For The Use Of Asphalt Driveways (Colorado APA) (PDF 388kb) Repair of Asphalt Parking Lots and Driveways (PDF 3232 kb) Seven Steps to a Highly Successful Parking Lot (PDF 31.46 mb)

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Top PLANT OPERATIONS Q. A. How can you tell that a mix is properly mixed?

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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. of asphalt. Dense-

graded aggregate has about 35 sq. ft. of surface area per pound, or 196,000 sq. ft/6000 lb. 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. Top ASPHALT MIXTURES Q. A. What is the proper mix temperature? 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. Q. A. What is a minimum temperature for asphalt mixes? 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. Q. A. How do I ensure HMA is impervious to water? Conventional mixes should be impervious to water as long as the total in-place air void content is below 7 to 8%. Mixes with void contents higher than this can be pervious to air and water leading to premature aging and raveling. Top INTERSECTIONS Q. A. How do you design a good quality asphalt instersection? 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. Intersection Strategy 1: Developing a Strategy for Better Performing Intersection PavementsIntersection Strategy 2: Ensuring Structural Adequacy-A Key Step to Intersection Strategies Intersection Strategy 3: Materials and Construction Concerns for Improved Intersection Performance Intersection Strategy 4: Three Examples of Implementing the Plan Contents Contents

World's Strongest Intersection

Top WEATHER Q. A. Should construction crews be allowed to pave in the rain?

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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. Raining or not, new pavement must be placed on a firm, unyielding base. Critical ideas to keep in mind when dealing with rain: rain will cool the asphalt mix and could make obtaining proper compaction more difficult the asphalt lifts must be able to properly bond together and moisture can be a hindrance to that bond puddles overlaid with HMA turn to steam, which may cause stripping (separation of the asphalt binder from the aggregate) - never pave over puddles whether it is raining or not

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If you temporarily suspend paving operations due to rain, don't forget to: keep all trucks tarped construct a vertical-faced construction joint properly dispose of all material left in the hopper be careful not to track mud and dirt onto the project

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Asphalt pavements are designed to last for many years, so don't let a sense of urgency to get the job done quickly allow you to make decisions which could strip years away from the pavement life. Q. A. Can asphalt be applied in the rain (light drizzle)? It is not avisable to start paving if it is raining. If rain starts after paving has begun, the work can continue as long as there is no standing water and the rain is not too hard. The primary concern is achieving adequate compaction, as the mix will cool much faster due to evaporative cooling if laid on a wet surface or rain falls on an uncompacted mat. Additional compactive effort will be needed and monitoring temperatures is key to acheiving adequate density. Top DE-ICING CHEMICALS Q. Do de-icing salts or calcium magnesium acetate (CMA) have a detrimental affect on asphalt? Contents

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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. Effects of Calcium Magnesium Acetate on Pavements and Motor Vehicles , D.S. Slick, Transportation Research Record #1157, 1988. Colorado DOT Research Report 99-2 AAPT Report 05-03 Top Contents

TROUBLESHOOTING Q. A. Should construction crews be allowed to pave in the rain? 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. Raining or not, new pavement must be placed on a firm, unyielding base. Critical ideas to keep in mind when dealing with rain: rain will cool the asphalt mix and could make obtaining proper compaction more difficult the asphalt lifts must be able to properly bond together and moisture can be a hindrance to that bond puddles overlaid with HMA turn to steam, which may cause stripping (separation of the asphalt binder from the aggregate) - never pave over puddles whether it is raining or not

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If you temporarily suspend paving operations due to rain, don't forget to: keep all trucks tarped construct a vertical-faced construction joint properly dispose of all material left in the hopper be careful not to track mud and dirt onto the project

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Asphalt pavements are designed to last for many years, so don't let a sense of urgency to get the job done quickly allow you to make decisions which could strip years away from the pavement life. Q. A. Q. A. What causes tire scuffing and what should be done about it? See the following pdf document: Position Paper - Tire Scuffing & Indentations by the Ontario Hot Mix Producers Association Will an oil leak from a car hurt a street paved with asphalt? 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. Q. A. Q. A. Why does the mat have a rich shiny strip down the middle with dull, torn-looking edge strips? The paver screed has too much lead crown in it. What causes the mat to have rich shiny strips on each side and a dull, torn look in the middle? The paver screed does not have enough lead crown in it. Note : Paver screeds should have slightly more crown in the leading edge than in the trailing edge - usually about 1/8 inch. This may vary with equipment manufacturer and/or width of paver pass. Even if the trailing edge of the screed is to place a flat or straight grade, the leading edge must still have the increased crown. Q. A. Why do potholes occur and what is the best way to fix them? A very good reference on causes of potholes and the best way to fix them is our MS-16 manual, Asphalt In Pavement Maintenance. This manual discusses all the various asphalt pavement distress types and the proper repair methods. See also Pavement Distress and Repair Chart. What might cause surface cracking on newly placed asphalt concrete? The cracking occurred during the breakdown rolling and finish rolling. 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. How do I ensure HMA is impervious to water? 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. Top SPECIAL APPLICATIONS Q. A. Q. A. Does AI have any recommendations of an asphaltic concrete sealer? Information on fuel-resistant asphalt sealers can be found at www.aaptp.us with Report 05-02. Is there a way to color an asphalt pavement other than shades of black and grey? 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. Contents

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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 Q. Does AI have any information about asphalt and its use in railroad beds? A. Railroad information can be found in the Construction, Thickness and Design, Maintenance and Rehabilitation, and Pavement Performance Documents pages. You can also visit a web page on the University of Kentucky website where you can download papers, PowerPoints and also the computer program called KENTRACK, which is computer program for hot mix asphalt and conventional ballast railway trackbeds.

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