Effectiveness of Microsurfacing Treatments

Labi, Samuel; Lamptey, Geoffrey; Kong, Siew-Hwee

doi:10.1061/(asce)0733-947x(2007)133:5(298)

Cited by 60 publications

(23 citation statements)

References 5 publications

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“…Labi et al showed through their paper that micro-surfacing is effective under certain conditions. The effectiveness in the short term is generally influenced by climate, traffic loading and highway class while in the long term its effectiveness is limited by low freeze, traffic conditions and low pavement class [6]. While this study seems to suggest that micro-surfacing is not ideal on high trafficked roads, other studies found that micro-surfacing treatments can last from 3 to 7 years on medium to high volume roads [17,31].…”

Section: Limitationsmentioning

confidence: 57%

“…It also helps to provide a surface cover thus protecting the underlying pavement from water ingress, oxidation and ageing. This consequently improves the functional characteristics of the pavement surface hence extending its service life [6,7]. Micro-surfacing is a weather sensitive treatment, so as such it should be applied at ambient temperatures above 10°C (50ºF), it should be applied if there is no forecast of freezing within 24 hours after laying of the mixture and when heavy rainfall is not eminent [8].…”

Section: Introductionmentioning

confidence: 99%

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An In-Depth Evaluation of Micro-Surfacing Treatment

Zulu

Mukendi²

2018

CivileJournal

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Micro-surfacing since its formal introduction in 1980 has proved to be the number one treatment option for maintenance and preservation of pavements. This paper reviews the design and equipment practice, construction process, benefits, limitations and worldwide state of the practice of micro-surfacing. Two implemented project examples are also included to corroborate why micro-surfacing is a better preservation maintenance strategy. The general consensus from the literature is that micro-surfacing is a cost effective and eco-friendly treatment but more research needs to be done to validate and quantify the less environmental impacts and energy usage it offers unlike other treatments. Suggestions like standardization of the mixture design and whether rolling of the micro-surfacing surface adds value are future research topics that will greatly improve its effectiveness. It is my hope that through this review, more developing countries under strict budgetary constraints can take up this practice and enjoy the many benefits that micro-surfacing offers.

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Section: Limitationsmentioning

confidence: 57%

Section: Introductionmentioning

confidence: 99%

An In-Depth Evaluation of Micro-Surfacing Treatment

Zulu

Mukendi²

2018

CivileJournal

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“…The insight of this topic has been developed on both the project and network level through assorted papers to reflect those endeavors and awarenesses (see [3] - [7]). Initially, the decision on the pavement maintenance plan was solely depended on a pavement engineer or an asset manager.…”

Section: Literature Reviewmentioning

confidence: 99%

“…Moreover, it is assumed that the deviation between values from the equations and real values are uniformly distributed, which is also presented in Table 2. In addition, it is further assumed that the distribution of AATA and AATX for any given year will follow triangular [3,5,7] and triangular [0.35,0.44,0.52], respectively. The predicted traffic growth rate over the simulation period is taken from the previous study and assumed to be 1.55% [8].…”

Section: Model Parametersmentioning

confidence: 99%

Determining the Effectiveness of Asphalt Concrete Overlays on Rigid Pavement Using Discrete-Event Simulation

Athigakunagorn¹

2017

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Abstract. The budget for preserving highway pavement conditions is increasing every year, as well as the impulse to seek transparency of maintenance decisions. This paper presents a new paradigm in applying discrete-event simulation (DES) to capture an indeterministic process of rigid pavement deterioration with an implementation of rehabilitation treatment, namely, asphalt concrete (AC) overlays. This paradigm should facilitate decision makers in establishing the most appropriate maintenance procedure. In this study, the deterioration model was constructed and run over 50 simulated years with various numbers of International Roughness Index (IRI) to determine the rehabilitation cost and average IRI over the analysis period. The result shows that when focusing only on the treatment cost, the best treatment type is Minimal Surface Preparation with 4" AC overlay (MSP). If the treatment performance is considered as the objective for decision making, Crack/Break and Seat section with 8" AC overlay (CB&S8) provides the best pavement condition. Nevertheless, when both objectives are simultaneously considered, Crack/Break and Seat section with 4" AC overlay (CB&S4) outperforms the other rehabilitation types, specifically when the treatment is implemented on a good condition pavement with a relatively low IRI. MSP is, however, the most suitable when a pavement is in a less preferable condition with a relatively high IRI.

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“…Microsurfacing allows for rapid opening of roadways to traffic, often within 1 hour or less of its application under a range of conditions [18]. Reports of a great reduction in ride roughness support microsurfacing immediate benefits [19], while additional benefits are seen over time as microsurfacing effectively addresses rutting, increases ride quality, and has a significant service life [14].…”

Section: Introductionmentioning

confidence: 99%

Laboratory Investigation of Materials Type Effects on the Microsurfacing Mixture

Lonbar

Nazirizad

2016

Civ Eng J

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Pavement preservation is a quintessential system of treating pavements at the optimum time to maximize their useful life. One of the preventive maintenance treatment options is using microsurfacing system as the acceptable and economical solution. This study presents a laboratory investigation of aggregate type and adhesive materials and their relationship to microsurfacing pavement properties such as cohesion, wet track abrasion loss, excess asphalt and compaction. The method of this study relies on ISSA A143, using the Cohesion 30 min and 60 min, Wet track abrasion loss, Loaded-wheel excess asphalt and finally Loaded-wheel compaction. The verification of this method was achieved through measuring the various factors of specimens constructed in laboratory using two different aggregate sources as river and mountain aggregates and two binders as CSS-1h and CQS-1h. The results showed that mixes contain riverine aggregates showed more cohesion properties. Base on wet track test results mixes, mixes containing riverine type aggregate were more resistant to abrasion. In addition CQS-1h emulsion showed better adhesiveness against abrasion in both types of aggregates in asphalt mixes. With increased amount of emulsions in mixes, load wheel values increased as well. Loaded wheel compaction test results confirmed that river based aggregates are more susceptible to rutting failure. The results of wheel tracking test illustrated that CSS-1h emulsion applied in mixes had better resistance to rutting.

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Effectiveness of Microsurfacing Treatments

Cited by 60 publications

References 5 publications

An In-Depth Evaluation of Micro-Surfacing Treatment

An In-Depth Evaluation of Micro-Surfacing Treatment

Determining the Effectiveness of Asphalt Concrete Overlays on Rigid Pavement Using Discrete-Event Simulation

Laboratory Investigation of Materials Type Effects on the Microsurfacing Mixture

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