!! "#$%&'()*+*),-./0'# '-03'4/+1+'!! ()*+*),-./0'4/+1+'-03'56,*+'!! 567*'4829*'4/+1': '!! (-,*;*01'$6+1)*++'4/0+63*)-./0+'!!

Transcription

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2 !! "#$%&'()*+*),-./0'# '-03'4/+1+'!! ()*+*),-./0'4/+1+'-03'56,*+'!! 567*'4829*'4/+1': '!! (-,*;*01'$6+1)*++'4/0+63*)-./0+'!! 4/0.0</<+'=;>)/,*;*01' 2

3 !! F! F! "?*0'1/'>9-2*'-'2?6>'+*-9G' F! F! F! 3

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5 Our favorite Sieve Size South African! 9.5 mm Minnesota! (FA-3) Minnesota (FA-4) 3/ WSDOT!-No.4 3/8-No.4! Choke! No.4-0 5/ / / / No No No No No * 0-1.5* 0-10 WSDOT gradations from 2010 Standard Specifications. MnDOT gradations from 2005 Standard Specifications.

6 Similar Sieve Size South African! 9.5 mm Minnesota! (FA-3) Minnesota (FA-4) 3/ WSDOT!-No.4 3/8-No.4! Choke! No.4-0 5/ / / / No No No No No * 0-1.5* 0-10 WSDOT gradations from 2010 Standard Specifications. MnDOT gradations from 2005 Standard Specifications.

7 Similar Sieve Size South African! 9.5 mm Minnesota! (FA-3) Minnesota (FA-4) 3/ WSDOT!-No.4 3/8-No.4! Choke! No.4-0 5/ / / / No No No No No * 0-1.5* 0-10 WSDOT gradations from 2010 Standard Specifications. MnDOT gradations from 2005 Standard Specifications.

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9 !"#$%&'%()*$+$,-%.),$/+01$2% 3%&'%!&-)1% HJ:' KLMNNO' OL' P#&' QMRQS' TN' (44' TMTOT' KS' &/1-9+' KNMRRK' KLL' Source: WSDOT Bottom line: BST surfaces constitute a major portion of WSDOT s pavements. 9

10 Most of these HMA surfaces will be converted to BST surfaces 445!' 67!' 894'.),$/+01$2' :1$;0<1$' =67!>894?' 411%!"#$2' LUTLLL' SMKVN' KMRSQ' QMWWK' QMWWS''''''''''''''XTRYZ' TLLLUQLLL' RKW' KMOQV' TMQOQ' TMQRO''''''''''''''XKQYZ' QLLLUOLLL' KWL' KMQTS' KMOKS' KMOSK'''''''''''''''XWYZ' OLLLURLLL' R' RQL' RQR' WSQ''''''''''''''''''XVYZ' RLLLUKLLLL' K' VON' VOR' OOL''''''''''''''''''XQYZ' KLLLLUTLLLL' Q' TMLWQ' TMLWR' TMVNT''''''''''''''XKVYZ' TLLLLUQLLLL' L' KMOKL' KMOKL' TMLTW''''''''''''''XKKYZ' QLLLLURLLLL' L' KMLST' KMLST' KMSOL'''''''''''''''XRYZ' RLLLLUKOLLLL' L' QSO' QSO' OQL''''''''''''''''''XQYZ' [\KOLLLL' L' KST' KST' SOL''''''''''''''''''XTYZ' 42%

11 :8A4% B0C$%DE)10-"%!$F+2% JBJK%+LM+% (7B%B)H,N% ]//3' ^'KDV' ]//3' :22*>1-A9*' _'TDN' :22*>1-A9*' `/1':22*>1-A9*' ['TDN' `/1' :22*>1-A9*'

12 45!%=OPPO?% LUTLLL' TLLLUQLLL' QLLLUOLLL' OLLLURLLL' RLLLUKLLLL' KLLLLUTLLLL' TLLLLUQLLLL' QLLLLURLLLL' RLLLLUKOLLLL' [\KOLLLL' 4*$F)N$%JBJ%=+LM+?% KDN' KDO' KDN' KDO' KDR' TDL' KDQ' KDS' KDT' KDO'

13 7EF')G$% H/1'J6a':+>?-91' QVU;;'/,*)9-8'!!'RUKO'8*-)'601*),-9+';/+1' 2/;;/0'!!':99'1)-b2'9*,*9+'!!':99'c#:5'9*,*9+' P61<;60/<+' #<)7-2*' &)*-1;*01' (/)19-03'4*;*01' 4/02)*1*' #60I9*'+?/1'P#&'X;/+198Z'!!'VUKL'8*-)'601*),-9+';/+1' c61?*)'hj:'/,*)9-8'/)' I)60360I'!!'J/+1'/,*)'SL'8*-)+'/93'!!'J/+1'>)*,-9*01'/0'`H#' )/<1*+'

14 60$,,0E+% 894% 67!% Q-R$F% KWWVUKWWN' OSY' OY' SKY' KWWNUKWWW' NNY' OY' KNY' KWWWUTLLK' NNY' WY' KQY' TLLKUTLLS' ROY' NY' NY' TLLSUTLLV' RSY' KLY' NY' TLLVUTLLN' NLY' KRY' KTY' TLLNUTLLW' NSY' KWY' RY'

15 P6*006<;' %,*)-99'e<0360I' (*)'5-0*'J69*' (*)'f*-) KMT' ()*+*),-./0'e<03+'A8'(-,*;*01'&8>*'''''' gh5-0*uj69*hf*-) KMT' HJ:' P#&' (44(' KWWVUKWWN' NMTLL' NMOLL' KMNLL' OMSLL' KWWNUKWWW' RMVLL' KLMWLL' KMWLL' RMLLL' KWWWUTLLK' NMSLL' WMTLL' TMVLL' OMLLL' TLLKUTLLS' OMWLL' WMWLL' KMRLL' KMTLL' TLLSUTLLV' OMTLL' RMVLL' TMTLL' QLL' TLLVUTLLN' VMRLL' OMNLL' SMWLL' QMQLL' TLLNUTLLW' OMRLL' RMTLL' QMRLL' SMNLL' :,*)-I*+' XKWWVUTLLWZ' NMLLL' RMNLL' TMNLL' QMSLL' Note 1: Funding shown includes project engineering, construction engineering, safety, and taxes. Note 2: Amounts shown not adjusted for inflation.

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17 =SL7T?% U;#$G-$C%!F$)-+$,-%.0'$% #9<))8'#*-9' LDNV'1/'KDLL' S'1/'V'8)' J62)/+<)7-260I'X+60I9*Z' KDVL'1/'SDLL' S'1/'O'8)' 4?6>'#*-9'X+60I9*Z' 4/0,*0./0-9' KDVL'1/'TDLL' S'1/'N'8)' 4?6>'#*-9'X+60I9*Z' (/98;*)'J/36d*3' TDLL'1/'QDLL' V'1/'KL'8)' &?60'HJ:'%,*)9-8' XLDRNV'1/'KDVEZ' SDLL'1/'ODLL' V'1/'KT'8)' i91)-u&?60'hj:'%,*)9-8' XLDOTV'1/'LDNVEZ' TDLL'1/'SDLL' Q'1/'R'8)' i91)-u&?60'"?61*1/>>60i' XT'1/'QEZ' KVDLL'1/'TVDLL' `:' Source: SHRP2 R26 17

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19 !! 544:' F! $6+2/<01'j-1*'\'QY' F! : '(*)6/3'\'QL'8*-)+' F! `/'<+*)'2/+1+'!! 4/+1+'X9/-3*3'2/+1+'6029<3*+'2/01)-21/)'-03'-I*028' >)/k*21')*9-1*3'2/+1+z' F! F! HJ:'/,*)9-8'KDRE'1?62l'X3*0+*'I)-3*3Z'\'gTVLMLLLh9-0*U ;69*'!! P-+62'-++<;>./0m'&?*'>-,*;*01'+*2./0'6+' +1)<21<)-998'-3*n<-1*D' 19

20 Treatment Scenario Present Value BST Place BST every 10 years $66,000 HMA Place HMA overlay every $489,000 Overlay 15 years 20

21 Treatment Scenario Present Value BST Place BST every 5 years $141,000 HMA Place HMA overlay every $489,000 Overlay 15 years 21

22 Treatment Scenario Present Value BST Place BST every 5 years $141,000 HMA Place HMA overlay every $364,000 Overlay 20 years 22

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27 !! F! o->-0m'k'1/'v'8*-)+' F! e)-02*m's'1/'v'8*-)+' F! e9/)63-m'v'1/'kl'8*-)+' F! ipm'kl'8*-)+' F! J0j%:$m'T'1/'R'8*-)+' F! "-+?60I1/0'#1-1*m'S'1/'R'8*-)+'X-,I'\'V'8*-)+) 27

28 Mn/Road Sections 1-4 and HMA Thicknesses range from 150 mm to 235 mm. Source: Ben Worel Presentation February 19, 2003

29 !! 2)-2l60ID' F! 1?-1'1?*'A603*)'60'1?*'<>>*)'T'1/'S';;'/7'HJ:' +<)7-2*'2/<)+*+'6+'KLL'1/'VLLq';/)*',6+2/<+'1?-0' -'3*>1?'/7'KL'1/'TV';;D' F! :>>962-./0'/7'-'2?6>'+*-9'+//0'-r*)'2/0+1)<2./0' )*3<2*3'1?*'HJ:'A603*)'-I60I'A8'-'7-21/)'/7'VLqD' 29

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31 ! Workshops held each year between WSDOT and the paving contractors! Hosted and moderated by UW! All issues on the table and everyone can offer opinions.! No decisions binding on WSDOT! Open discussions have had a role in numerous revisions of the Standard Specifications and BST practices. 31

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35 F! sp*2/;*+';/)*'6;>/)1-01'-+'-ii)*i-1*'>-8;*01'a8'1?*'#f' A*2/;*+'+1-03-)3Dt'!! 9);%2EF')G$%-$+#$F)-EF$% F! J-a'+<)7-2*'1*;>*)-1<)*'3)/>>*3'7)/;'KQLue'1/'KSLue'60' TLKL'##D'!! (OPP%% F! 7/)'"#$%&'>)/k*21+'-A/<1'LDWY'I6,*0'1?*'KDVY'(TLL'60'1?*' '-22*>1-02*'+>*26d2-./0D'

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37 ! Fog Seal! ER, SCR, and OR fog their seal coats. Some choke and fog to reduce snow plow damage.! NCR does not fog their seal coats but is changing to choke and fog for all 2011 BSTs.! Pay by SY! In general, contractors not in favor of aggregate payment by the SY as of 2009 meeting.! In general, WSDOT felt aggregate payment by SY is a good approach.! Idaho uses SY payment.

38 ! Prelevel! Pavement policy is 70 tons/lane-mile.! NCR: 70 tons/lane-mile OK.! OR: 70 tons/lane-mile should be OK.! Presealing of prelevel: Most WSDOT responses stated that their regions preseal prelevel.! HMA at intersections! NCR uses 3/8 HMA at heavily trafficked intersections.! ER doing some of the same. Intersections with county roads typically only choke the seal coat.

39 ! Optimal timing for a BST (converting a new HMA to a BST to maximize long life)! Place same year as HMA but no more than 2 years (helps to prevent raveling and aging).! Regional views on seal coat performance! Often Regions placing seal coats on a set cycle (as of 2009 meeting) but this is changing to PMS directed timing.

40 ! Maximum ADT! No real maximum for seal coats. The larger issue is traffic control.! Maximum Grade! Seal coats possible on 12 to 15% grades. Again, key is traffic control. If paving on steep grades, do on very low volume routes.! Aggregate embedment!! 50% but not more than 70%.! Less than 50% unlikely to hold aggregate particularly with embedment levels of say 25 to 33%.! Training! All about good, well-trained inspectors.! ER uses same inspectors for seal coat projects. Better results. Contractors supported ER direction.

41 ! Reduction of rock loss! Embedment critical! Use of fog seal (sweep before fogging)! Keep speeds down to about 25 mph following placing of seal coat.! Wet rock can contribute to rock loss.

42 !! ]6,*0'2<))*01'7<0360I'6++<*+M';/)*'>-,*;*01' =7'-'>-,*;*01'+*2./0'6+'+1)<21<)-998'-3*n<-1*M' P#&'+<)7-2*+'2-0'A*'<+*3'/,*)'9/0I'+>-0+'/7'.;*D'!! "61?'<+*'/7'HJ:'9*,*9U<>M'=j=',-9<*+'2-0'A*' )*-+/0-A9*'7/)'P#&'+<)7-2*3')/<1*+'''''''''''''''''''''''X!' KDO'1/'KDR';hl;ZD' 42

43 4/0.0</<+'6;>)/,*;*01v-I*028h2/01)-21/)' ;**.0I+'3/'0/1'0**3'1/'2?-0I*'+>*26d2-./0+w' -91?/<I?M'1?-1'?-+'A**0'2/;;/0D'J**.0I+'?*9>'1/'I*1'-99'/0'1?*'B+-;*'>-I*DE' 43

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