Mean profile depth analysis of field and laboratory traffic-loaded chip seal surface treatments

Farklı Tür Agregalarla Üretilen Yüzeysel Kaplamaların Kayma Direnci Performanslarının İncelenmesi

“…Sathi kaplamalar yüzeye önce bağlayıcının püskürtülmesi ve ardından mıcırın serilmesi ve sıkıştırılması ile imal edilirken, harç tipi kaplamalar belirli miktarda agreganın ve bitümün karıştırılması ve serilmesi ile üretilmektedir. Genel olarak, sathi veya harç tipi kaplamalar, diğer kaplama koruma ve iyileştirme yöntemleriyle karşılaştırıldığında efektif, ekonomik ve kolay uygulanabilir olmaları nedeniyle genel olarak tercih edilmektedir [15,16]. Yüzeysel kaplamaların performansı yapım şartları, malzeme özellikleri ve miktarları, trafik, hava ve çevre koşulları gibi bir takım faktörlere bağlıdır [35].…”

Macrotexture modeling and experimental validation for pavement surface treatments

“…Additionally, a minimum asphalt film thickness around 6-10 lm is often considered. Note that as for the aggregate embedment depth, different authors suggested values around 30-70% of the nominal maximum aggregate size, being 30% a condition more prone to ravelling and 70% more susceptible of bleeding issues [3,4,7,11,29,[59][60][61][62][63][64][65]. (n) As for the shape of aggregate particles, note that it affects the interlocking quality of particles, the stability of the seal, ravelling [11], wearing properties and friction [63][64][65][66][67][68], mix workability [69].…”

“…Upper specification limits for flakiness index (generally FI < 25-30%; FI < 20% for chip seal on high volume roads) are suggested in the literature [18,[70][71][72][73]. (o) As for the emulsion rate and bitumen rate, note that a proper mix design characterized by an appropriate balance between the aggregate application rate (AAR) and emulsion application rate (EAR) [3,4,74,75]. A minimum application rate (in L/m 2 ) of 0.1ÁALD is often desirable [13], while the design objective is for the residual binder to be about 50-65% of the height of the aggregate layer two years after construction [19].…”

“…These surface treatments are often constructed by spraying the asphalt emulsion onto the existing asphalt pavement or on the basecourse and then dropping the chips into the asphalt emulsion. Afterwards, the surface is rolled to seat the chips for gaining a stronger bond between the aggregate and the binder [3,4]. Multiple layers may be placed and various aggregate and binder types (emulsions, rubber binders) can be used to address specific distress modes or traffic situations [5].…”

A probabilistic approach to detect structural problems in flexible pavement sections at network level assessment

“…Road agencies ordinarily evaluate the performance of their road network, both for functional and structural condition on a routine basis (Rabbi and Mishra 2019). Functional condition refers to the characteristics generally associated with roughness and surface texture (including friction)which are usually evaluated through parameters such as the International Roughness Index (IRI) (Abudinen et al 2017, Fuentes et al 2019, Mean Profile Depth (MPD) (Fuentes et al 2012, Fuentes and or Mean Texture Depth (MTD) (Adams and Kim 2014), skid resistance typically expressed as Skid Number (SN) Gunaratne 2011), etc. On the other hand, road agencies encourage the use of non-destructive testing (NDT) to assess the structural condition of pavement structures to avoid intrusive/destructive testing that could cause additional damage to the pavement.…”