Pavement Preservation Journal - Spring 2018 - 36

Not Just Pavements: Micro Surfacing
Right for New York's Brooklyn Bridge
hen New Jersey-based
Asphalt Paving Systems
Inc. (APS) was hired as
subcontractor to pave the
Brooklyn Bridge during the summer of
2017, APS vice president Ken Messina knew
the project would present some unique
challenges.
It was the third time in Messina's career
that APS had provided micro surfacing as a
pavement preservation project for this historic bridge. With limited paving hours, lane
closures starting at 10 p.m. and ending at
5 a.m., the cool, humid atmosphere, a tricky
Type 3 mix, and double micro surfacing
lifts of 28 pounds each, the opportunity for
complications was far greater than with a
typical micro surfacing job.
And due to the critical time frame and
difficult conditions, a value-added emulsion modifier-Road Science's ArrTekk
1295-was used to expedite the project
and provide high performance for the contractor and client.
METAL GRID DECK
Built in 1883, the Brooklyn Bridge's deck
is constructed as a metal grid, filled
with concrete and then surfaced with
asphalt. Because of weight restrictions,
the deck requires milling and micro surfacing every eight years or so to maintain
the surface condition. It sees an annual
average daily traffic (AADT) count of
approximately 150,000 cars, so logistically, paving had to take place during
nighttime hours.
"The span we covered included three
lanes in each direction, and it is approximately 3,500 ft. long," Messina says. As
the bridge was paved in a double lift, this
translates to approximately eight lane miles
of paving over the six nights allotted to APS.
Prior to laying down the new surface, all
of the bridge lanes were manually stripped
of the old micro surfacing, and were then
shot-blasted to ensure all of the old asphalt
was gone, creating a clean surface for
the new micro surfacing to adhere. Any
repairs required by the bridge deck then
took place. "At that point, the bridge was
36

Micro surfacing placed on Brooklyn Bridge deck at night under traffic

pretty much our baby for the rest of the
project," Messina says.
TYPE 3 MIX REQUIRED
With the extreme traffic count for this
bridge, and it being a standalone surface,
APS paved with a Type 3 mix design, in lieu
of Type 2. "Type 3 has a coarser aggregate,
with some larger stone in it," Messina says.
"Not all of the aggregates lend themselves
well to a micro surfacing with Type  3,
which can create some complications with
the mix designs."
Nighttime projects create mix challenges
of their own. "Compared to a daytime
project, you don't have the environmental
factors of sun and heat helping the micro
surfacing cure, so it's an entirely chemical
break," he says. "It's the Brooklyn Bridge,
so you're over the river. You've got the
humidity; you've got cooler temperatures;
you've got the bridge moving pretty much
the entire time you're on it, because traffic is still able to have one lane going in
either direction, depending on where you're
working." For this, APS worked with the
emulsion and emulsifier producer to ensure
a mix that would set up quickly, yet provide
the required strength.
Each night of the project, starting at
10 p.m., approximately two hours of prep
work was required to cover expansion
joints and drain inlets before surfacing
work could begin. "That's where the unions

came in," Messina says. "What we do is
specialized, and the unions don't necessarily have people trained in our field. Plus,
this is a job where we're using a larger
than normal crew at a time of the year
when we don't have people just floating
around; everybody's working. But we were
able to get good union laborers to help us,
and we taught them how to protect all of
the utilities that were out there, including inlets, which were only 15 ft. apart.
Also, the expansion joints have to move
in between, and it all has to be protected."
In addition, because APS sourced its specialized aggregate from a quarry in central
New Jersey, material transportation needs
were high. "We were able to get operators
out of the operating halls that kept the trucks
loaded with material and moving to the project. Definitely, having reliable labor is key
to a good project-on any project," he says.
HIGH PERFORMANCE PAVERS
Messina also credits the paving equipment
APS used for contributing to the smooth
success of the project. No new equipment
was purchased, as APS used its Bergkamp
Inc. M210 pavers with which its crews
were familiar.
According to Messina, the M210 was
ideal for the job for a number of reasons,
not the least important being dependability.
"We had a limited amount of time in which
to have the road closed, prep work finished,

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Table of Contents for the Digital Edition of Pavement Preservation Journal - Spring 2018

President’s Message
New NCHRP Guidance Targets Pavement Preservation Performance
Florida Tackles Premature Failures of High Friction Surface Treatments
Oklahoma: High-Friction Surface Treatments Perform on Interstates
NCAT Track Conference Will Provide Look at Pavement Preservation Sections
FP2@TRB 2018
Bi-Partisan ‘problem Solvers Caucus’ Works to Move Infrastructure Reform
Research: Longitudinally Textured PCC Pavement Most Energy-Efficient Surface
Not Just Pavements: Micro Surfacing Right for New York’s Brooklyn Bridge
Profiles in Preservation: Crack Sealants
Index of Advertisers
Pavement Preservation Journal - Spring 2018 - Intro
Pavement Preservation Journal - Spring 2018 - cover1
Pavement Preservation Journal - Spring 2018 - cover2
Pavement Preservation Journal - Spring 2018 - 3
Pavement Preservation Journal - Spring 2018 - 4
Pavement Preservation Journal - Spring 2018 - 5
Pavement Preservation Journal - Spring 2018 - 6
Pavement Preservation Journal - Spring 2018 - 7
Pavement Preservation Journal - Spring 2018 - 8
Pavement Preservation Journal - Spring 2018 - President’s Message
Pavement Preservation Journal - Spring 2018 - 10
Pavement Preservation Journal - Spring 2018 - New NCHRP Guidance Targets Pavement Preservation Performance
Pavement Preservation Journal - Spring 2018 - 12
Pavement Preservation Journal - Spring 2018 - 13
Pavement Preservation Journal - Spring 2018 - 14
Pavement Preservation Journal - Spring 2018 - Florida Tackles Premature Failures of High Friction Surface Treatments
Pavement Preservation Journal - Spring 2018 - 16
Pavement Preservation Journal - Spring 2018 - 17
Pavement Preservation Journal - Spring 2018 - 18
Pavement Preservation Journal - Spring 2018 - 19
Pavement Preservation Journal - Spring 2018 - 20
Pavement Preservation Journal - Spring 2018 - Oklahoma: High-Friction Surface Treatments Perform on Interstates
Pavement Preservation Journal - Spring 2018 - 22
Pavement Preservation Journal - Spring 2018 - 23
Pavement Preservation Journal - Spring 2018 - 24
Pavement Preservation Journal - Spring 2018 - NCAT Track Conference Will Provide Look at Pavement Preservation Sections
Pavement Preservation Journal - Spring 2018 - FP2@TRB 2018
Pavement Preservation Journal - Spring 2018 - 27
Pavement Preservation Journal - Spring 2018 - 28
Pavement Preservation Journal - Spring 2018 - Bi-Partisan ‘problem Solvers Caucus’ Works to Move Infrastructure Reform
Pavement Preservation Journal - Spring 2018 - 30
Pavement Preservation Journal - Spring 2018 - Research: Longitudinally Textured PCC Pavement Most Energy-Efficient Surface
Pavement Preservation Journal - Spring 2018 - 32
Pavement Preservation Journal - Spring 2018 - 33
Pavement Preservation Journal - Spring 2018 - 34
Pavement Preservation Journal - Spring 2018 - 35
Pavement Preservation Journal - Spring 2018 - Not Just Pavements: Micro Surfacing Right for New York’s Brooklyn Bridge
Pavement Preservation Journal - Spring 2018 - 37
Pavement Preservation Journal - Spring 2018 - 38
Pavement Preservation Journal - Spring 2018 - Profiles in Preservation: Crack Sealants
Pavement Preservation Journal - Spring 2018 - 40
Pavement Preservation Journal - Spring 2018 - Index of Advertisers
Pavement Preservation Journal - Spring 2018 - 42
Pavement Preservation Journal - Spring 2018 - cover3
Pavement Preservation Journal - Spring 2018 - cover4
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