Comparative Analysis of Macrotexture Measurement Tests for Pavement Preservation Treatments

Aktaş, Bekir; Gransberg, Douglas D.; Riemer, Caleb; Pittenger, Dominique

doi:10.3141/2209-05

Cited by 10 publications

(7 citation statements)

References 6 publications

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“…This property has many applications as a performance metric and design criteria. The property is an important component of skid resistance, may denote problems with flushing and raveling, and can be used to determine binder application rates for surface treatments (9). Applications for quality control in HMA construction are most often developed from the perspective of skid resistance and mix segregation (10).…”

Section: Macrotexturementioning

confidence: 99%

Comparison of Density Tests for Thin Hot-Mix Asphalt Overlays

Wilson

Sebesta

2015

Transportation Research Record: Journal of the Transportation R

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The thin overlay mix (TOM) and ultrathin overlay mix (UTOM) specifications in Texas test falling head water flow as a surrogate measure of density. Current flow time criterion has never been correlated to density; furthermore, there is no maximum flow time to prevent overcompaction. A rolling density meter (radar) and a circular track meter may also be used to measure thin lift density. These tests and traditional core testing were used on three projects, and the correlations between tests were analyzed. Correlations were strong on a project-by-project basis but generally poor when data sets were combined. Flow time and mean profile depth, flow time and core voids, and surface dielectric and core voids were the strongest correlations overall; measured voids were unusually high. The reliability of taking core measurements on such thin samples is questionable and may be overly influenced by the surface texture. The flow test should continue to be used as a surrogate measure of density. No minimum flow time was recommended because of unusually high void measurements. To avoid overcompaction in TOMs, flow time should be less than 6 min on higher-speed or critical sections and less than 10 min on lower-speed, noncritical sections. From the standpoint of macrotexture in the UTOM, no upper limit is recommended for flow time. The rolling density meter should be employed on project-specific issues when full-coverage density measurements are desired. Further testing should be conducted on the reliability of measuring voids on very thin cores.

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Section: Macrotexturementioning

confidence: 99%

Comparison of Density Tests for Thin Hot-Mix Asphalt Overlays

Wilson

Sebesta

2015

Transportation Research Record: Journal of the Transportation R

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“…Macrotexture is further divided in two categories: positive texture, formed by aggregate protruding above the plane of the surface and negative texture when the texture of the chipseal is largely formed by voids between particles whose upper surfaces from the generally flat plane of the road surface (Aktas, Gransberg, Rienner, & Pittenger, 2011).…”

Section: Chipseal Texturementioning

confidence: 99%

“…For example, for a 50 ml volume, a 460 mm diameter circle will yield a texture depth of 0.3 mm while for the next reported depth a 400 mm circle will be produced. Literature surveys (Aktas, Gransberg, Rienner, & Pittenger, 2011;Pidwerbesky, Gransberg, & Stemprok, 2006) reveals a poor reproducibility of the sand patch test, about 40%, with the method prescribed in New Zealand producing the best results due to the sand volume being about twice the volume of a coarser gradation of sand. The same sources point out that is difficult to get consistent sand patch tests in windy conditions regardless of the measures employed to break the wind from blowing a significant portion of the sampling sand.…”

Section: = 57300mentioning

confidence: 99%

Development of a Portable Circular Texture Meter for Road Texture Depth Measurement

Moldovanu¹,

Huang

2018

J. Transp. Eng., Part B: Pavements

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the suport of my Master study, for his patience, motivation and his guidance through my research. I could not have imagined having a better advisor and mentor for my studies. Besides my adviser, I would like to thank Mr Kacha Vuletich from Fulton Hogan for his insights and expertise with chipsealing practices that greatly assisted me at the beginning of the research and in the final stage of data correlation. I thank Mr Jian Huang for his technical support. I would also like to show our gratitude to Dr Andrew Hilton for bridging Fulton Hogan and AUT research programme. Last but not the least, I would like to thank my family: my wife and son for supporting me through the ups and downs of this journey and my life in general.

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“…Thus, the analyst furnishes a justification for spending a bit more money up front to receive a commensurately better final product. This type of analysis is founded on life cycle cost fundamentals and is particularly applicable to public transportation projects (Aktaş et al 2011).…”

Section: Fundamentals Of Cost Index Number Theorymentioning

confidence: 99%

Life cycle cost evaluation of alternatives to the nuclear density gauge for compaction testing on design-build projects

McLain

Gransberg

2016

Journal of Structural Integrity and Maintenance

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When Missouri Department of Transportation (MoDOT) implemented design-build (DB) contracting, it revised its quality assurance programme and shifted most of the compaction testing to the design-builder. As a result, fewer compaction tests were performed by state personnel and the need for speedy quality control testing by the agency to facilitate construction production disappeared. This paper reports the results of a study conducted by the department to evaluate three alternatives to the nuclear density gauge (NDG) using life cycle cost analysis and cost index number theory. The study's objective was to investigate alternative soil compaction test devices and provide input to a decision regarding whether or not MoDOT should retain or replace the NDG. Despite the NDG successful track record, the ease of employment and speed with which the compaction results are delivered comes with a price in terms of life cycle costs. The NDG is regulated by the Nuclear Regulatory Commission and entails an onerous, ongoing administrative workload to permit its continued use. The NDG also incurs additional certification, storage and disposal costs, not found in nonnuclear compaction testing alternatives. This paper reports the results of a life cycle cost analysis of NDG and three alternatives: dynamic cone penetrometer (DCP), electrical density gauge and the sand cone (SC). The study finds that the SC and DCP are the most cost-effective but are the least cost-effective when measured on a basis of timely results. Thus, the NDG replacement/retention decision becomes one of how fast are compaction tests required by the agency. Since MoDOT has adopted contractor acceptance testing in its DB program, it now only conducts verification testing of contractor test results. Thus, the paper recommends that the NDG be replaced.

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Comparative Analysis of Macrotexture Measurement Tests for Pavement Preservation Treatments

Cited by 10 publications

References 6 publications

Comparison of Density Tests for Thin Hot-Mix Asphalt Overlays

Comparison of Density Tests for Thin Hot-Mix Asphalt Overlays

Development of a Portable Circular Texture Meter for Road Texture Depth Measurement

Life cycle cost evaluation of alternatives to the nuclear density gauge for compaction testing on design-build projects

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