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The implementation of a pavement preservation program involves a learning curve with not only a determination to succeed, but also the courage to fail. Also, successful implementation of pavement preservation program requires knowledge of the performance of preservation surface treatments over time, which is critical to the select of candidate projects and the development of performance models for pavement management analysis. In addition, preservation surface treatments, such as chip seal, fog seal, microsurfacing, 4.75 mm thin or ultra-thin overlay, can not only repair certain pavement surface defects, but also change the surface characteristics of pavement and therefore affect pavement surface friction performance. Nevertheless, such information is currently not available but is essential for the Indiana Department of Transportation (INDOT) to evaluate the effectiveness of pavement preservation surface treatments. As a concentrated effort, this study focused on the long-term friction performance of preservation surface treatments, particularly those have been widely used and those have seen increasing use by INDOT. Based on the selected field pavement test sections, this study aimed to evaluate the surface characteristics, particularly the long-term friction performance for those surface treatments that have been widely used and have seen increasing use by INDOT, including chip seal, fog-chip, fog seal, rejuvenating seal, microsurfacing, ultrathin bonded wearing course (UBWC), 4.75-mm hot mix asphalt (HMA) thin overlay, and profile milling (or diamond grinding). The test sections for each type of surface treatment covered a wide range of traffic volume from light to high. The service life for the selected test sections varied from 6 months to 60 months. Friction testing was mainly conducted using ASTM E 274 locked wheel trailer. Surface texture testing was conducted using either the ASTM E 2157 circular track meter (CTM) or a laser scanner. Pavement roughness and noise tests were also conducted to address the smoothness and noise issues, particularly on microsurfacing. Detailed analysis was provided to evaluate the friction performance of 4.75-mm HMA overlays. It is believed that the test results and findings drawn from this study not only provides timely information for INDOT to improve its pavement preservation program, but also provides the original information for the potential readers to better utilize preservation surface treatments.
This report contains guidelines and recommendations for managing and designing for friction on highway pavements. The contents of this report will be of interest to highway materials, construction, pavement management, safety, design, and research engineers, as well as others concerned with the friction and related surface characteristics of highway pavements.
This report summarizes the construction and early performance of a field trial of a Porous Friction Course (PFC) in Indiana. The PFC is compared to an adjacent section of Stone Matrix Asphalt (SMA) constructed at the same time using the same binder, coarse aggregate and fiber. Those mixes are also compared to a similar conventional Hot Mix Asphalt (HMA) surface constructed one to two months earlier. This evaluation shows that the PFC produces significantly lower noise levels than the HMA and SMA as measured by both the pass-by and close-proximity methods. The SMA produces higher noise levels than the HMA. The PFC also had the highest surface texture, as measured by the Circular Texture Meter; the HMA had the lowest texture. Data from the Circular Texture Meter and Dynamic Friction Tester were combined to determine the International Friction Index (FN60). The PFC provided the highest friction value, followed by the SMA. Both the PFC and SMA had substantially higher friction values than the HMA even though they were tested before opening the road to traffic. The friction values for the PFC and SMA are expected to increase after traffic wears away the binder film coating the protruding aggregate particles. The PFC also reduced splash and spray and improved visibility during rain events, as observed qualitatively. Long term performance of the PFC should be monitored to determine how long these benefits last, but initially the PFC appears to offer an efficient and economical way to reduce noise and maintain or even improve friction and visibility.
This research also develops a correlation that converts skid resistance laboratory results to field results. The ability of the MMLS3 test to simulate the texture of ASTs in the field is confirmed by finding the same trends in skid resistance characteristics of the two aggregate types for both laboratory and field results.