Pavement Preservation Journal - Summer 2018 - 25

HOW FP 2 WORKS FOR YOU

As Loadings Rise, Preservation Data Gathers
BY DR. BUZZ POWELL, P.E.

T

he objective of the Preservation
Group (PG) Experiment for
southern states at the National
Center for Asphalt Technology
(NCAT) Pavement Test Track, and for northern states at the Minnesota DOT's Road
Research Facility (MnROAD), is to quantify
the benefits of pavement preservation on
both low volume and high volume roadways with results that are practical and
implementable in both northern and southern U.S. climates. FP2 is an equal funding
partner with DOTs from 15 different states.

supported since treatment placements
totals approximately 70,000, 860,000, and
1.6 million for Lee Road 159 northbound,
Lee Road 159 southbound, and U.S. 280,
respectively. The northern low-traffic sections support approximately 700 vehicles
a day, while the design vehicles for the
northern high-traffic sections are over
7,000 vehicles a day.

EXCELLENT PERFORMANCE
Both low- and high-traffic sections in the
NCAT southern preservation experiment
continue to show excellent performance
1.6 MILLION ESALs ON U.S. 280
after 5¾ years and 2¾ years of service,
To objectively quantify the life-extendrespectively.
ing and condition-improving benefits of
The benefit of crack sealing as a standpavement preservation, test sections were
alone treatment and in combination with
built on local roadways near both faciliother treatments is evident in low, high,
ties. In the southern half of the experiment,
and accelerated traffic. Scrub seals have
low-traffic test sections were built on Lee
exhibited the combination benefit of crack
(County) Road 159 (near the main NCAT
sealing and chip sealing that is often prolocation in Auburn, Alabama) in the summoted, an observation that is supported
by monthly subgrade moisture content
mer of 2012 and high traffic sections were
measurements.
built on U.S. 280 (near the NCAT Pavement
Test Track in Opelika, Ala.) in summer 2015.
Although multilayered chip seals have
In the northern half of the experiment, low
performed well in low traffic, some flushtraffic sections were built on County Road
ing and bleeding has been observed under
high traffic. Micro surfacing has worked
8 and high-traffic sections were built on
U.S. 169 (both about 45 minutes north of the
better in combination treatments, either as
main MnROAD facility in Pease, Minn.) in
a double layer placement or as the riding
summer 2016. Field performance is monisurface on a cape seal.
tored with similar automated technologies
Editor's Note: Although micro surfacing
at both locations, and data is stored in a
is not designed to address cracking, it
does perform well in retarding reflective
common database.
As of March 31, 2018, the number of
cracking when used in concert with hot
pour crack sealing or as a final surface of
equivalent single-axle loads (ESALs)
a cape seal.
Thinlays have performed well
with both virgin and aged binder
replacement designs. Aged binder
design thinlays on 100 percent
RAP cold recycle binder layers
are some of the best performing
sections on U.S. 280. After just one
winter (2017), every northern test
section, both low and high traffic,
began to exhibit some amount of
thermal crack reflection. The winter of 2018 was harsh in Minnesota,
with heavy snow and single-digit
MAP-21 based Preservation Benefit Data on Cracking from
Lee Road 159
temperatures well into April.

An unexpected result from the northern
half of the experiment is the good performance of permeable Thinlays, which still
look very good on the MnROAD low volume
loop as a thin overlay on both flexible and
rigid pavement. Many northern states will
not use permeable thinlays out of concern
for freezing conditions and snow plow
durability.
FUTURE PRODUCTS
Ultimately, the life-extending and condition-improving benefits of the various treatments and treatment combinations will be
quantified in terms of pretreatment MAP-21
performance measures.
Cracking performance is shown as an
example; however, the methodology is
also being applied to both roughness and
rutting. The main implementable product will be life extending and condition
improving benefit curves for low, high, and
accelerated traffic in both hot and cold climates. State agencies will then interpolate
between these plots for their particular
climate and traffic level. Additional pavement condition data-which is a relatively
low cost now that sections have been
installed-will be collected from both the
southern and northern sites for many years
(http://pooledfund.org/Details/Study/627).
Other deliverables will include guide
construction specifications (e.g., quality
testing for micro surface), best practices
(e.g., quick reference materials for new
inspectors), and support for implementation (e.g., training and field projects).
Powell is assistant director and Test Track
manager, National Center for Asphalt
Technology, Auburn, Ala. Image provided
by NCAT

Summer 2018 | PAVEMENT PRESERVATION JOURNAL

25


http://www.pooledfund.org/Details/Study/627

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

President’s Message
PPRS Nice 2018: U.S. in Era of Asset Management, Pavement Preservation, Says Aashto’s Wright
Measuring Sustainability of Preservation and Eco-Efficiency of Cape Seals
Dedicated, Consistent Funding for World-Class Preservation Programs
As Loadings Rise, Preservation Data Gathers
‘Green’ Antistrip Offers Option in Pennsylvania
AEMA + ARRA + ISSA = PPRA
Profiles in Preservation: Surprises in Emulsions
Index of Advertisers
Pavement Preservation Journal - Summer 2018 - Intro
Pavement Preservation Journal - Summer 2018 - cover1
Pavement Preservation Journal - Summer 2018 - cover2
Pavement Preservation Journal - Summer 2018 - 3
Pavement Preservation Journal - Summer 2018 - 4
Pavement Preservation Journal - Summer 2018 - 5
Pavement Preservation Journal - Summer 2018 - 6
Pavement Preservation Journal - Summer 2018 - 7
Pavement Preservation Journal - Summer 2018 - 8
Pavement Preservation Journal - Summer 2018 - President’s Message
Pavement Preservation Journal - Summer 2018 - PPRS Nice 2018: U.S. in Era of Asset Management, Pavement Preservation, Says Aashto’s Wright
Pavement Preservation Journal - Summer 2018 - 11
Pavement Preservation Journal - Summer 2018 - 12
Pavement Preservation Journal - Summer 2018 - 13
Pavement Preservation Journal - Summer 2018 - Measuring Sustainability of Preservation and Eco-Efficiency of Cape Seals
Pavement Preservation Journal - Summer 2018 - 15
Pavement Preservation Journal - Summer 2018 - 16
Pavement Preservation Journal - Summer 2018 - 17
Pavement Preservation Journal - Summer 2018 - 18
Pavement Preservation Journal - Summer 2018 - 19
Pavement Preservation Journal - Summer 2018 - 20
Pavement Preservation Journal - Summer 2018 - 21
Pavement Preservation Journal - Summer 2018 - Dedicated, Consistent Funding for World-Class Preservation Programs
Pavement Preservation Journal - Summer 2018 - 23
Pavement Preservation Journal - Summer 2018 - 24
Pavement Preservation Journal - Summer 2018 - As Loadings Rise, Preservation Data Gathers
Pavement Preservation Journal - Summer 2018 - 26
Pavement Preservation Journal - Summer 2018 - ‘Green’ Antistrip Offers Option in Pennsylvania
Pavement Preservation Journal - Summer 2018 - 28
Pavement Preservation Journal - Summer 2018 - 29
Pavement Preservation Journal - Summer 2018 - 30
Pavement Preservation Journal - Summer 2018 - 31
Pavement Preservation Journal - Summer 2018 - AEMA + ARRA + ISSA = PPRA
Pavement Preservation Journal - Summer 2018 - 33
Pavement Preservation Journal - Summer 2018 - 34
Pavement Preservation Journal - Summer 2018 - Profiles in Preservation: Surprises in Emulsions
Pavement Preservation Journal - Summer 2018 - 36
Pavement Preservation Journal - Summer 2018 - Index of Advertisers
Pavement Preservation Journal - Summer 2018 - 38
Pavement Preservation Journal - Summer 2018 - cover3
Pavement Preservation Journal - Summer 2018 - cover4
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