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In 1991, the City of Portland selected a section of East Burnside from 39th Avenue to 47th Avenue to grind-out and overlay asphalt concrete over an old Portland cement concrete (PCC) pavement. Geotextiles were used to provide reinforcement and retard reflective joint cracking. A test section on the eastbound lanes of Burnside between 44th Avenue and 45 Avenue was placed in September 1991. The test section included four cracks, which were covered with Glasgrid 8501 or Polyguard NW-75. A control section in the westbound lanes between 44th and 45th Avenue was also constructed about the same time.
This report summarizes the installation and performance of three geotextile fabrics used to retard reflective cracking in an asphalt overlay test project.
Geotextiles (engineering fabrics) were installed at four locations in Texas to evaluate their potential as cost-effective measures to reduce or delay reflection cracking in asphalt concrete overlays. The overlaid pavements included asphalt concrete, continuously reinforced portland cement concrete, and a freshly cold-milled asphalt concrete. Test pavements were approximately 0.25 mile in length with the fabric installed edge to edge. Nine different types of commercially available geotextiles comprised of nonwoven polypropylene or polyester were tested. One woven experimental product composed of polypropylene and polyester was also tested. Resistance to reflective cracking has been evaluated for up to 10 years.
This investigation was conducted in an effort to examine the effectiveness of geotextile fabrics used in conjunction with hot mix asphalt overlays over existing hot mix asphalt pavement sections in the jurisdiction of the Engineering Department in Washoe County, Nevada. The analysis was focused on the effects of the fabric placement on cracking visible at the surface of the new overlay sections, most notable reflective cracking transferred from the existing pavement prior to the overlay. Only the surface of the pavements were explored using the visual condition survey methods utilized by the Micro PAVER software and pavement management system on multiple overlay projects constructed from 1983-2003. The distress measurements of the analysis sections were conducted prior to the overlay placement and approximately one, three, and five years, following the overlay application. The overlay thicknesses varied from 1.5-2.5 inches with and without fabric placements.--Adapted from abstract.
First published in 1990. Routledge is an imprint of Taylor & Francis, an informa company.
This synthesis will be of interest to pavement designers, maintenance engineers, and others interested in methods and procedures for reducing reflection cracking of asphalt overlays. Information is provided on the use of paving fabrics and membranes in pavement rehabilitation. Reflection cracking of pavement overlays results in decreased pavement performance with respect to ride quality, structural support, skid resistance, and safety. The use of fabrics is one of the alternatives that are available to reduce or delay reflection cracking. This report of the Transportation Research Board describes the experiences of agencies in the use of fabrics and membranes for reduction of reflection cracking.
As the US Highway system ages and available funding diminishes, transportation agencies are looking for effective methods for preserving and extending the life of existing pavements. These agencies are also being encouraged to minimize construction times and reduce the impact to the traveling public. Currently, the most common method of rehabilitating an existing roadway surface is through an HMA overlay; however, high oil prices have caused designers and agencies to consider other methods. One alternative to the traditional HMA overlay is a concrete overlay. The Iowa Department of Transportation (Iowa DOT) and Iowa counties and cities have completed about 1,000 miles of concrete overlays that are in use and are serving the traveling public today. Despite the completion of hundreds of projects, some agencies are reluctant to use concrete overlays, believing that they are expensive, difficult to build, and have limited application. To address these concerns, the National Concrete Pavement Technology Center at Iowa State University developed a guide document to assist engineers in concrete overlay design and construction. The Guide to Concrete Overlays was published in September 2008 and includes detailed information on evaluating existing pavements as concrete overlay candidates, selecting and designing the appropriate type of concrete overlay, and guidance on concrete overlay construction. Since the publication of this guide, the need has arisen to develop methods to improve concrete overlay efficiency utilizing current technology, investigate innovative materials for use as bond breakers, and reduce the inconvenience to the public with improved methods of traffic control and increased opening time.