The growing demand on our nation’s roadways over that past couple of decades, decreasing budgetary funds, and the need to provide a safe, efficient, and cost effective roadway system has led to a dramatic increase in the need to rehabilitate our existing pavements. The last 40 years has also seen a dramatic growth in asphalt recycling and reclaiming as a technically and environmentally preferred way of rehabilitating the existing pavements. Asphalt recycling and reclaiming meets all of our societal goals of providing safe, efficient roadways, while at the same time drastically reducing both the environmental impact and energy (oil) consumption compared to conventional pavement reconstruction.
The Board of Directors of the Asphalt Recycling and Reclaiming Association (ARRA), in their ongoing commitment of enhancing and expanding the use of asphalt recycling and reclaiming, recognized a need for a “Basic Asphalt Recycling Manual”. The manual was needed in order to expose more owners, specifying agencies, consultants, and civil engineering students to the value and current methods of asphalt recycling. To fill that need, this manual was produced to serve as a handy one-stop reference to those starting out in one of the various forms of asphalt recycling. In addition, it is hoped that this manual will provide additional useful information to those already in- volved in asphalt recycling.
This manual is not written in such detail so that one could use it to completely evaluate, design, specify, and/or construct an asphalt recycling project. It does however, provide information on:
• Various asphalt recycling methods
• Benefits and performance of asphalt recycling
• Procedures for evaluation potential projects
• Current mix design philosophies
• Construction equipment requirements and methods
• Quality Control/Quality Assurance, inspection and acceptance techniques
• Specification requirements
• Definitions and terminology
Sufficient information is provided so that a rational decision can be made with respect to the feasibility and/or cost benefits of asphalt recycling. From that point, detailed design issues will need to be addressed by those experienced in asphalt recycling techniques prior to the final project design, advertising, tendering or letting and construction.
The benefits of asphalt recycling include:
• Reuse and conservation of non-renewable natural resources
• Preservation of the environment and reduction in land filling
• Energy conservation
• Reduction in user delays during construction
• Shorter construction periods
• Increased level of traffic safety within construction work zone
• Preservation of existing roadway geometry and clearances
• Corrections to pavement profile and cross-slope
• No disturbance of the subgrade soils unless specifically planned
• Such as for Full Depth Reclamation (FDR)
• Improved pavement smoothness Improved pavement physical properties by mod- ification of existing aggregate gradation, and asphalt binder properties
• Mitigation or elimination of reflective cracking with some methods
• Improved roadway performance
• Cost savings over traditional rehabilitation methods
It is important to recognize that asphalt recycling is a powerful method to rehabilitate pavements. When properly applied, it has long term economic benefits allowing owner agencies to stretch their available funds while providing the traveling public with a safe and reliable driving surface.
It is also important to recognize that, although asphalt recycling technology and methods has advanced, not all roadways are appropriate candidates for asphalt recycling. With the almost endless supply of roadways needing rehabilitation, it would be a dis- service to the public and the industry to use poor judgement in attempting an inappropriate recycling project. Hopefully, with this manual and the advice of those experienced in asphalt recycling, only projects that are suitable candidates will be undertaken.
The primary focus of the manual is on the in-place and cold recycling of asphalt pavements. Hot recycling of asphalt pavements through various types of asphalt plants is a well established recycling method. There is a wide variety of information on the subject available from well established sources and therefore has not been covered in any detail in this manual.
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Last year, Asphalt Plus conducted a trial project of dry process crumb rubber modified asphalt on Interstate 88 near Rochelle, Illinois. The project included the laboratory evaluation of two asphalt mix design and placement of two lane-miles of pavement on I-88.
The first mix was:
Tests suggest comparable Hamburg and DCT performance between dry process CRM asphalt and PMA.
The second mix was:
Lab testing of the WIDOT mix with and without engineered dry process rubber showed the rubber additions significantly improved mix performance.
Presence of rubber improved:
The Curran DeKalb plant was modified for dry process asphalt production in a matter of a few hours.
Using a loss-in-weight feeder system:
The asphalt mixes were trucked 40 miles on a cool day (55 F at start), and placement temperatures ranged from 235 to 280 F off the trucks.
The Finished Product:
Performance evaluations will continue in the field following a winter of service. The existing record of technology field performance in colder climates strongly suggests that the use of dry process engineered rubberized asphalt mix designs will be permitted as a competitive alternative to other forms of modified asphalt. The cost advantage suggests this process will benefit both producers and road owners.
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Blair is going to kill me!
The Unreleased Black Album was selling SO fast!! I panicked and ordered the 8 DVD Special instead of the Single DVD (yeah, and a whopping 200 pcs).
As you can guess, this pushed “BOSS MAN” over the edge due to the HUGE inventory cost differential. 😦
This one is normally $400 BUCKS!
Just give me the cost back and he might keep me around.
THEY GOT TO GO! I love my job!
(There is a bit of urgency here)
Here’s what’s inside: Over 15 HOURS across 4 different states in countless INSIDER TIPS. Since agency folks are not allowed to travel, we have produced amazing training sessions to view in the comfort of your office or home.
Guest speakers include the following:
Basem Muallem, PE
Brian Frix, EIT, APM
Dr. Mike Heitzman, PE
James Emerson, APM
Blair Barnhardt, APM
Kevin Donnelly, APM
Dr. Gary Hicks, PE
Miguel Valentin, PE, APM
PS. The Greatest Box Set includes PDH Power Hour 01 as a special bonus.
As this deal is only good through my termination dat, take advantage now by ordering today!”
Howard Shieh, PE, APM emphatically states, “Blair’s training episodes and book really inspire me. His experience and enthusiasm with pavement management is remarkable!”
I hope you take advantage of this great offer!
SOME state DOTs are telling their local agencies to use a pavement management system that is dated or not capable of running budget scenarios on the most cost effective treatments or take full advantage of pavement preservation….
WORSE than that they are not themselves using the actual software they are trying to get you to use….
MOREOVER, a local agency like yours no matter how small has hundreds of millions of dollars of valuable roadway assets, but you don’t have enough money to maintain them
Want to do this right, then call us to set you up, or at least get the book and go through IPMA Academy….404-953-0131
Ok, a quick disclaimer reminder here as you enjoy the book, we are not here to promote any one product, service or company.
We’ll talk about software like MicroPAVER™ and StreetSaver® pavement management software, on the consulting side of the business, we set up about 14 or 15 local agencies in the Southeast with StreetSaver® pavement management software. We also used MicroPAVER™ to do pavement manager for the US Corp of Engineers at Dugway Proving Ground in Utah. On the teaching side we cover both software in detail in IPMA™ Academy www.ipmaacademy.com and do private customized training on both. There may be many different ways to evaluate and manage your pavments, these two software programs we discuss may be the only two that follow ASTM 6433 verbatum. The reader is encouraged to look at all of the options, not just the ones that we discuss in this book.
That being said, know that many cities and counties across this country and the world use these two programs with great success.
CITY OF WINDER, GA
For those of you who are interested you can listen in to www.betterroadradio.com the only podcast on the planet dedicated to saving our crumbling roads, Episode 3 to hear a session from Blair and Scott as they discuss the key elements of setting up your pavement management system successfully.
At the end of the day even with all the people that have gotten involved in this loop for a mere 2 or 3 cents per square yard to implement a pavement management system and correlate all that back at their office and have this network level inventory of all the roads just like you said with the functional class codes what do we have for pavement types? What they heck are we going to do in 10 years, what are we going to do in 20 years?
Well the bottom line is in the case of Richmond which is a perfect example, if they can use the eco-efficient preservation in-place recycling techniques and save let’s say 20-30% of the budget so now they are saving $8.00 or $9.00 per square yard on any one given project, they are spending 3 cents that looks to me like a $7.97 net gain.
Now for those of you who don’t know how to collect that data or use your best guestimate or have your staff do the best guestimate you know we’ve had the IPMA™ Tip of the Week where we’ve had the fire hydrant where we taught you guys how to back calculate the base M&R date based on how many overlays we have, when was the subdivision originally built.
If you haven’t watched that episode, go to our YouTube Channel IPMATV and look up that www.youtube.com/user/ipmatv segment on the fire hydrant and back calculating the last M&R date. (as a reminder, if you register your Book on Better Roads at www.thebookonbetterroads.com/register you wont’ miss a single episode of IPMA™ TV).
Hey Pavement Professional!!!!
This week we have an amazing video training for you Pavement Management RockSTARS! Live from Bel Aire Kansas we finally feature our IPMA™ Charter Member Andale Paving as they show of their state of the art Super Slurry process that is taking over the Heartland stabilization industry!
If you are a local agency engineer that loves to do FDR Full Depth Reclamation on your crumbling roads but hate nasty Portland cement dust or other fugitive dusts flying around the country side this is for YOU!!!
Please sit back and enjoy part one here as I get into producing part two of this mini series!
Your IPMA™ Tip of the Week|Super Slurry in the Heartland!!!!
I am so glad to have the opportunity now to sit down in the Better Roads Bus each night and produce more valuable training content than anyone has ever seen in this lifetime!
Contact Lori if you have any questions or pavement management projects you would like us to look at for you!
OH! And here is the link for the “YouTubers”:
BY: Chris Hill
| February 15, 2016 |
Asphalt pavement preservation is a tactic used primarily in the realm of low-volume roadways. It has helped municipalities expand road life, keep overall highway maintenance costs down, and keep residents relatively happy during their commutes to and from work and home.
The success of these programs, along with interest from the Federal Highway Administration, is now pushing the paving industry to focus on pavement preservation for high-volume roadways.
The National Center for Asphalt Technology (NCAT) at Auburn University is leading the way, implementing pavement preservation test plots on U.S. 280 in central Alabama. The highway is a major artery into the metro Birmingham area. (See sidebar below, “High-volume preservation method testing.”)
NCAT directed placement of these plots last summer, collecting performance data such as roughness, rutting and cracking. In addition to collecting this data weekly, they are also studying more long-term performance metrics (such as field permeability) on a quarterly basis.
The test is designed to be a “rational starting point,” in order to narrow down which pavement preservation techniques are the optimal combination of life-cycle costs and performance. The secondary goal is to use the data gathered to create guide specifications, and to recommend guidelines for pavement quality assurance testing and inspection.
NCAT’s partner in road research, Minnesota Department of Transportation’s Minnesota Road Research Facility (MnROAD), is also testing some of the same pavement preservation treatments on high volume roadways in Minnesota’s cold-weather climate.
“Our goal is to execute a single experiment with nationwide impact through the MnROAD partnership,” says Buzz Powell, NCAT assistant director and test track manager. “This involves experiment design, construction planning, installation, performance testing, dissemination of findings, and (most importantly) implementation. It would be ideal for guidelines/specifications to be universal; however, best practices could vary as a function of climate, materials, etc.”
The Charleston County (South Carolina) Transportation Development department has been a model example of a municipality continually improving and expanding a preservation program. In honor of those achievements, For Pavement Preservation (FP2) awarded the agency its 2014 James B. Sorenson Award. FP2 lauded the agency for its work testing and implementing multiple preservation techniques, and for its communication efforts explaining the preservation work to the public.
Though more than 80 percent of the county’s preservation work takes place on low-volume roadways, according to Richard Turner, project and preservation program manager, one method stands out for its effectiveness on high-volume roadways: microsurfacing.
“We continue to run pilot projects trying different applications, and probably the most used is microsurfacing,” Turner says. “I’ve seen that successfully placed on high-volume roads here in Charleston, by us or by the South Carolina Department of Transportation (SCDOT), assuming it’s put on the right road at the right time. If you put a microsurfacing treatment down on a road that’s a little bit further into its life, the microsurfacing lifecyle won’t be as good as it would be if you applied the treatment earlier in its life.”
This technique is fairly new in the market for high-volume roads in South Carolina, with SCDOT using the technique for the first time seven years ago (on U.S. 17 in Charleston County). Turner says his agency’s first use of the technique was in 2011.
“We’re looking at a market that’s five to seven years old,” he says, adding that he hasn’t been able to work with contractors in South Carolina because there aren’t any doing the work. Instead, contractors from adjacent states are winning the contracts.
“The two or three companies that are bidding on projects throughout South Carolina are able to have a nomad crew that comes and spends 30 to 60 days in each county, get the work done and report back. I don’t know if there’s anyone in the state ready to invest yet or not.”
From Turner’s perspective, microsurfacing is a far better application for high-volume settings (compared to low-volume roads), a viewpoint that comes as a direct result of his agency’s communication efforts. It boils down to look and feel.
“When it’s placed on roads that are higher volume, we’ve gotten no complaints,” he says. “When we’ve placed it on lower volume roads, that’s when we get the questions. It’s mostly because you have folks walking on these roads and they’re looking at every little detail of that road. They can tell that it’s not the same as a hot mix or dense graded asphalt. That’s when they notice it. When you’re driving down the road you can’t see it or feel it. You can’t tell that it’s any different.”
Placing a microsurface treatment on high-volume roads changes the esthetics of the mat, Turner explains, with more traffic improving its appearance within the first month of use. “The effectiveness of it doesn’t change one way or another, but from a public perception standpoint, I think it looks better on a high volume road,” he adds.
Public perception of microsurfacing has taken a hit from instances of improper placement, and also from the application being used as more of a temporary bandage. “Those roads needed much more than a microsurfacing or some other preservation treatment,” Turner says.
Turner’s point touches on a major concept of pavement preservation. A roadway in need of major work, or one that is failing, is not a good candidate for preservation work and requires more extensive rehabilitation. To paraphrase Marty Comer, the president of Comer Contracting in Connecticut, even in lieu of public opinion, preservation is a difficult concept for some municipalities to grasp.
“It’s a real tough sell,” he says. “Pavement preservation is for ‘good’ pavement, and to get people to spend money on good pavement is sometimes a challenge. In dealing with municipalities, it’s a tough sell when they have bad roads that need work and then they try and spend money on preservation work. That’s what the whole industry has been promoting for quite a number of years, but it’s still a tough sell.”
As in South Carolina, microsurfacing has emerged as the high-volume preservation of choice in Connecticut. And just like its southern counterpart, Connecticut faces a shortage of contractors to perform the task. Even as a pavement preservation specialist, most of Comer’s work is chip seal.
But, much of the preservation work in the state has been handled a different way. Connecticut has seen a strong run of resurfacing work over the past few years, with the state’s Department of Transportation recently reporting 2015 as the fourth straight year of increased two-lane road resurfacing.
“There was a lot of bituminous concrete (asphalt) put down last year as far as historical amounts, and they plan to do a fair amount this year,” Comer says. “ConnDOT has a tendency to call that pavement preservation, especially if it’s thin lift, because the paving industry has tried to make that the pavement preservation of choice.“
“The public will, to a certain extent, accept cape seal in this area with chip seal and microsurfacing over it,” he adds. “They still turn their nose up at it a little bit, but it’s perceived as more acceptable because it’s smoother. “
“The name of the game in any surfacing project is to avoid having loose stone. For instance, if you’re going to chip seal, it needs to be swept practically the same day. That’s where I think it’s going, at least where I’m working. The motoring public doesn’t accept chip seal well, but if you can make it smoother, if you can sweep it up real quick, then the pavement maintenance industry can have more success. You certainly have to be neat and produce a good looking product.”
Congrats to the City of Kingman AZ, City of Jefferson, GA and City of Vidalia … for taking advantage of our SECRET SALE!
We may never do that again but if you ever see a secret sale announcement be sure to get in!!!!
Do you want to learn more about the Three Legged Stool™ System of Pavement Management that everyone is talking about?
“As a private consultant, Mr. Barnhardt is used to developing cost-effective roadway maintenance recommendations for various pavement owners at the network level. Most pavement managers agree the next indispensable step is to go out and drive the roads to see conditions firsthand before making final decisions. True to form, Mr. Barnhardt, having little regard for state boundaries or distances on the map, jumped into a 23’ RV and drove over 80,000 miles on US roads over a relatively short period of time, talking to folks to see how things are done across the land and to investigate where efficiencies might be improved. I don’t know anyone else that knows pavements who has personally driven some 3% of the paved miles in the US. I don’t know about you, but I’m interested to read and hear more of what he has to say.” Jonathon Heese, APM, Arapahoe County, CO (TBG Pavement Management Client)
Today is YOUR DAY!
Schedule a FREE Consultation with Blair for YOUR Local Agency Below by contacting email@example.com
After all, local agencies are responsible for maintaining 78% of the roads in the US. So of the 4,000,000 miles of US roads, both paved and unpaved, local agencies are responsible for about 2,000,000 miles of paved roads and many more miles of gravel roads. And most of us don’t have enough resources to do the job. And we’re competing for scarce resources with a seemingly endless stream of competing priorities, most more glamorous and exciting than roads. And our roadway maintenance costs continue their upward spiral. The way I see it, we have a huge responsibility and maybe even a bigger challenge in front of us!
Please book a phone consultation or in person meeting and start saving millions TODAY for your local agency, firm, base, facility or HOA! We don’t have to have crumbling roads any longer, will you join us?
We have limited availability of meeting times due to high demand, so be sure to take advantage of our offer quickly! To book your phone consultation or personal meeting with Blair, simply call Lori at 404-953-0131 or email firstname.lastname@example.org! Let’s get started!!!!
P.S. Blair will be sure to load up the Better Roads Bus with a box full of copies of his Amazon #1 Best Seller ‘The Book on Better Roads’ so you can get a free copy when you meet with him! (This isn’t rocket science folks – let’s do this thing)
Wellington, KS Pavement Management Plan
Watch Full Video Here:
And, here is the audio transcript:
Mayor Shelly Hansel, Wellington, KS
Shelly: Hi, I’m Shelly Hansel, the Mayor of Wellington, Kansas. And we just had our first session with Blair Barnhardt for our pavement study. We have to say; it is probably the best money that we have ever spent as far as I’m concerned in the city of Wellington. We now have a progressive roadmap so to speak of what we can do to improve the streets of our community. Without The Barnhardt Group, we would just be fixing things willy-nilly, but now we know what is a priority and what isn’t and how to move forward and save our city money. So I’m going to tell you right now, the Barnhardt group is the best decision you’ll ever make. It’s a progressive movement for your city to make move forward and have better streets and happier citizens.
As the Author of the Amazon #1 Best Seller, “The Book on Better Roads – Saving Your Crumbling Roads with Practical Pavement Management” I have witnessed the transformation of local agencies just like you as they save millions of dollars by treating the right roads, at the right time, with the right treatment, for the right reason and with the right contractor! You see, I have been in YOUR shoes! Back in 2005, I was thrown into the position of Public Works Director for the largest privatized City in America, the City of Sandy Springs! To make matters worse, there was no tax revenue in the coffers when the City broke free from the County, so I had to quickly learn how to do MORE with LESS!
I promised myself back then that no local agency should ever have to struggle with maintaining their crumbling infrastructure. So over the last decade our team has built an entire suite of pavement management products and services that could collectively save this great Country 2.5 Billion Dollars a YEAR! Take advantage of my 3 decades of experience in the pioneering trenches of the pavement management, in place recycling and pavement preservation industry! Our team is the leader in this industry and is the voice for all new innovation across the nation! Want to start saving millions like our other learners and clients?
Call today: 404-316-9792 or email email@example.com