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EXPERIMENTAL PROJECTS FABRIC UNDERSEAL AND ASPHALTIC CONCRETE PAVEMENT OVERLAY
Report Number 606-5
DEPARTMENTAL I NFORMATJON EXCHANGE
STATE DEPARTMENT OF HIGHWAYS
AND PUBLIC TRANSPORTATION
,.
FABRIC UNDERSEAL AND ASPHALTIC CONCRETE PAVEMENT OVERLAY
Experimental Construction Project No. TX 78-03
on
Alameda Avenue (S.H. 20) E1 Paso County
Control 2-1-40 Project M X019 (1) From Linden Street to Concepcion Street
In The City of El Paso
Report 606-5
February, 1980
.. DISCLAIMER STATEMENT
The material contained in this report is experimental in nature and is published for informational purposes only. Any discrepancies with official views or policies of the DHT should be discussed with the appropriate Austin Division prior to implementation of the procedures or results.
..
This report covers the installation and first year of service of a fabric underseal and asphaltic concrete pavement overlay on Alameda Avenue (SH-20) in the City of El Paso. The installation was done September 5th through 8th, 1978.
OBJECTIVE:
As stated in the "work plan," the objectives of the project were (1) to evaluate the performance of a fabric underseal to retard or eliminate reflective cracking on an asphaltic concrete overlay when placed over a badly distressed asphalt pavement, (2) to evaluate construction procedures, and (3) to develop cost data for this type of construction.
PROJECT BACKGROUND:
Alameda Avenue ;s a city street on the Urban System, and it carries the designation of SH-20. The street was rebuilt in 1959 to a 60-foot curbto-curb section, and it consisted of four 10.2-foot lanes and two 8 .. foot parking lanes. The travel lanes were separated by a 2-foot asphalt blister. The pavement structure was composed of 10 inches of flexible base and 2 inches of HMAC with curbs and gutters. (Refer to Enclosure I for project geometrics.) The profile of the street was extremely flat. so storm water runoff was collected in curb and grate inlets along both curb lines. The street carried approximately 15,400 vehicles per day.
With almost 20 years of service, the pavement surface had become badly cracked and distressed with rutting in some locations. Numerous utility cuts and patches had also been made.
DESIGN PHASE:
It was determined during the design phase of the project that due to the severity of the deterioration of the pavement surface, a conventional overlay would not prevent the existing cracks from reflecting through the new mat within one to two years. Therefore. it was decided to specify a fabric underseal to be placed between a level-up course and a surface course. The typical section for the project plans required that a 110 1bs./ s.y. level-up course of Type D asphaltic concrete be placed on the existing· street with the fabric undersea1 placed on the level-up course using AC-10 asphalt as a tack coat. This was to be followed with a 165 lbs./s.y. Type D asphaltic concrete overlay. (Refer to Enclosure II for details.) AC-20 asphalt was used in all hot mix asphaltic concrete pavements.
CONSTRUCTION PHASE:
Special Specification, Item 3099, Fabric Underseal, was used for the project and the contractor, Vowell Construction Company of El Paso, opted to supply Mirafi 140 fabric, a Celanese Fibers Company product. This was supplied in 14'-911 and 17'-4 11 widths and each roll was 328 feet in length.
1
~pon completion of the adjusting of the curb and grate inlets and the laying of the level-up course, the contractor was ready to begin the fabric placement and subsequent overlay.
The placement of the Mirafi fabric began on the morning of September 5, 1978, by applying to the existing leveled-up surface 0.175 gal/s.y. of AC-10 asphalt at a temperature of 325 0 F as a binder course to secure the fabric to the pavement. The roll of fabric was fitted with a steel rod and tension handles for hand placing. This method proved unsatisfactory due to the roll weight, 175 pounds for 141-9" roll width and 205 pounds for a 171-4" roll, curb side obstructions and the lack of a suitable method to deter the fabric from wrinkl ing. All subsequent fabric placement was done by unrolling the fabric while the roll rested on the pavement. Billowing of the fabric in a light breeze was not a problem due to the roll resting on the pavement. However, as there was no method to apply tension to the roll, wrinkles were a problem as the fabric was placed.
The application rate of the AC-10 asphalt varied from .175 gal/s.y. to .222 gal/s.y. with the average being .202 gal/s.y. All transverse fabric joints were butt joints while the longitudinal joints were lapped approximately 6 inches to 12 inches. Asphalt shots were appl ied approximately 8 inches to 12 inches It/ider than the fabric to insure proper edge sealing.
All large and/or lengthy wrinkles \'Jere cut out of the fabric before the overlay was placed. These again were butt joints. The fabric was rolled numerous times with a medium pneumatic tire roller to iron out all wrinkles and seat the material in the asphalt binder.
Traffic was not allowed on the fabric except for occasional crossings and at one major street intersection. Construction traffic as well as other traffic appeared to have little effect on the Mirafi except at the intersection. There, when the AC-10 penetrated through fabric, it had a tendency to become tacky and cling to the wheels of heavier vehicles causing the fabric to separate in layers and disintegrate. Loaded asphalt trucks momentarily parking on the fabric and subsequently backing into the lay-down machine did cause some delamination of the fabric.
The 165 lbs./s.y. asphalt overlay was started as soon as practical and no apparent problems \'1ere encountered during this phase of the construction.
The asphalt overlay was placed at a temperature of 2400 F to 265° F.
The 19,326 square yards of fabric were placed in four (4) working days under the following weather conditions:
September 5 September 6 September 7 September 8
Temperature Range
76° to 83 0
74° to 82° 71° to 78° 70° to 84°
2
Partly cloudy, variable wind Light and variable wind Light clouds, no wind Light clouds, no wind
COST DATA:
The following data was obtained from the contract documents as well as job records of the contractor:
Fabric Underseal Mater;al~ Item 3099 (19,326 s.y.), $1.20/s.y.
Contractor's Cost of Fabric Material (20,541 s.y.), $0.58/s.y.
Contractor's Cost for Equipment associated with Fabric Placement (Roller, Flatbed Truck and Pickup Truck), $2,008.24
Contractor l s Cost for Labor associ ated with Fabri c Placement, $1,761.49
Contractor's Total Cost for Fabric Placement based on 19,326 s.y., $0.81/s.y.
Asphalt AC-10, Item 3099 (3,865 gal), $0.75/gal.
Contractor's Cost of Asphalt (4,215 gal), $0.34/gal.
Contractor's Cost for Equipment associated with AC-10 Asphalt (Distributor), $220.00.
Contractor's Cost for Labor associated with AC-10 Asphalt, $77.40
Contractor's Total Cost for AC-10 Asphalt, $0.42/gal.
Total Cost of Fabric Underseal (Fabric and Asphalt), $0.90/s.y. based on 19,326 square yards
PERFORMANCE EVALUATION:
~1inor transverse cracks of the A.C. overlay were noticed during the first nine (9) months of this first year's service. However. it became apparent in August of this year that the overlay and fabric underseal had sl ipped on the roadway in two locations (refer to Enclosure I for locations). The exact date of the occurrence cannot be determined; however, it is speculated to have occurred "during the latter part of July. The extent of the slippage is shown in several pictures in Enclosure III. The initial failures occurred on extremely sharp horizontal curves which are not superelevated. Also, some slippage has been noted on tangent sections. See Enclosure IV for existing street cross slopes.
The\lJeather for the rlonths of June and July \'Jas extreMely hot with the highest temperature ever recorded for E1 Paso coming on July 10 when 112° F was recorded. Enclosure V-1&2 are National Heather Service office monthly summaries of local climatological data.
Enclosure VI is a summary of the serviceability indices for the roadway. From this summary, it can be seen that the roadway surface has
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JUNE 1979 Local Climatological Data EL PRSO. TE X~S
NRTIONRL WERTHER SERV ICE OF C
INTERNRTIONRL RIRPORT
T[HP£"ATUR£ . , ~i ~~
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MONTHLY SUMMARY
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TOTAL TO TAL TOT" TOTAL I '" ltu,..U OF A'S 3 •
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HOURLY PREC[P[ TRT ION I WATER EQUIVRLENT I N I NCHESI
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SUBSCRIPTION PRICl_ '3.30 PEA lERR INCLUDING ANNuAL SUr1"RR'. rOR£IGN "AI L ING '1.9S EkIRR. SIPoIGLf ( OP TI 25 ([NTS fOR "OPolhtl' ISSu{.)O C(1II1S fOR ANNURL ISSUE. TH(IIE IS R "INIr1u" CHRAGE OF 13.00 fOR ERCH CRDEIt OF SHElf - STOCKED ISSUES Of PuBLICAT IONS . "AK£ CH£(II.S PRYRBLE TO O[PART"ENT Of CO""£A([. NOAA, S[NO PI:n"E",TS. ORDERS_ R"'D INQUiR I ES TO NATIONR L CLI"RIIC (fNI[R. f{ Of JUl l Bu iLDI NG . ASHEV[LLE. IotON l fi CAROl[NR 28601.
I CEIPIFT THR T THIS IS AN Off iC IA L PUB L ICATION OF THE IIIRTI OIIIA l OC EAN I C RNO AT1'!OSPH[R !C AO"[N IS TRRT 10N. AND [S CO"PIlEO fRO" R[(OROS 0111 fiLE RT !HE NRTIONA l CL lrtRTI( ([",TEA. ASI-i[Y[ ll (. N O ~ ' H (AIltOl l~A 16601,
noaa NATION AL OCEANIC AN a / RTMOSPHER(C ADM(NISTRAT 10 t-l
lNvlR ON ME NT RL DR TA ANO !NfORMR T! ON SERv l (f
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OIRECTOR. NAT (ONA l Cl IHAT It C ENT[R
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JUl y 19 79 Local Climatological Data f.L PASO. T[XAS
NAT IONAL "[A THER SlRVICE orc I N T[RNA TIO NAL A IR PORT
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•
•
SUMMARY OF SERVICEABILITY INDEX
Eas tbound Eastbound Vlestbound Westbound Date S.l. Taken Curb Lane Inside Lane Curb Lane Inside Lane
March 29, 1978 1.1 1.9 0.9 1.5
August 18, 1978 1.0 1.5 1.1 1.5
U1 Street Overlayed Sept. 5, 6, 7 & 8, 1978
Augus t 22, 1979 1.6 1.2 1.7 2.4
Enclosure VI
GRE ATLY DISTRESSED PAVEMENT CON DITION IS EVIDENT. TH IS PHOTO SHOWS A TYPICAL AREA AT THE CENTERLINE OF ALAMEDA AVENUE.
TH IS PHOTO DEPICTS ONE OF SEVERAL UTILITY CUTS TH AT EXISTED WITHIN THE LIM ITS OF THIS PROJECT.
16
•
PHOTO DEPICTING CRAZE D PATTE RN OF CRACKS; EVIDENCE OF BEING SEALED; AND RECRACKING.
PHOTO SHOWING TYPICAL POTHOLES WHICH EXISTED MOSTLY ALONG CURB.
17
PHOTO DEPICTING BOTH LONGITUDINAL AND TRANSVERSE CRACKING. THIS LOCATION vJAS APPROXH,1ATELY IN THE CENTER OF OUTSIDE WESTBOUND LANE.
18
..
..
•
•
•
THE MORE SEVERE WRINKLES WERE CUT OUT WITH A POCKET KNIFE ALLOWING FABRIC TO LAY FLAT .
FABRIC UNDERSEAL IMMEDIATELY AFTER PLACEMENT SHOWING TYPI CAL WRINKLIN G.
19
APPEARANCE OF FABRIC UNDERSEAL AFTER COMPLET ION OF ThJO PASSES OF A ~~EDIUM WEIGHT PNEUMATIC TIRE ROLLER, BUT ~~ITH NOTICEABLY MORE ABSORPTION OF AC-10 THAN IN SOME OTHER PLACES.
APPEARANCE OF FABRIC UNDERSEAL AFTER COMPLET ION OF TWO PASSES OF A MEDIUM WEIGHT PNEUMATIC TIRE ROLLER.
20
a
•
•
•
FABRIC UNDERSEAL PLACEMENT PROCEDURES INCLUDED TWO PASSES OF A MEDIUM WEIGHT PNEUMATIC TIRE ROLLER.
PORTIONS OF FABRIC OVER INLETS, MANHOLES AND VALVES WAS EASILY CUT WITH POCKET KNIVES AND REMOVED.
21
CLOSE-UP FABRIC UNDERSEAL PLACEMENT AT TYPICAL MANHOLE LOCATION.
PLACEMENT OF THE FINISH A.C. PAVEMENT OVERLAY WAS IN PROGRESS SHORTLY AFTER FABRIC WAS PUT DOWN.
22
•
•
•
•
•
•
•
PLACEMENT PROC EDURES INCLUDED MAINTAINING AP P ROX I~1ATELY 8" BETWEEN FACE OF CURB AND EDGE OF FABRI C.
FAB RI C UNDERSEAL BEI NG PLAC ED ON FRESHLY LA ID AC- 10 ASPHALTI C MATERIAL.
23
ANOTHER VIEW OF THE SECTION IN THE PHOTO BELOW BUT REVEALING MORE PRONOUNCEDLY THE TYPICAL WRINKLING.
APPEARANCE OF FABRIC UNDERSEAL ON A CURVE AFTER COMPLETION OF TWO PASSES OF A MEDIUM WEIGHT PNEUMATIC TIRE ROLLER AND AWAITING THE A.C. PAVEMENT OVERLAY.
24
•
•
•
•
ANOTH ER VIEW OF THE SECTION IN THE PH OTO BELOvJ.
APP EARANCE OF FABRI C UN DERS EAL WITH NOTIC EAB LY MORE ABSORPTION OF AC- 10 AND WR INKLING THAN IN MOST OTHER PLACES.
25
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