11ATER I AL I NFORI1AT I ON REPORT 50

STRESS ABSORBING MEMBRANE INTERLAYER (S.A.11.1.)

CONSTRUCTION REPORT

by

J.A. Cooper, D.F. Lynch and R.C. Aquin

April 1983

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ABSTRACT

The reappearance of cracks through hot mix asphaltic concrete

pavements over Portland cement concrete pavements has been a concern

for several years. Current methods of attempting to overcome the

situation have not been entirely satisfactory and there is a continuing

need to find a better method of deal ing ",lith the problem.

A method of reducing cracking has been developed by Sahuaro

Petroleum and Asphalt of Phoenix, Arizona. This method is known as a

Stress Absorbing Membrane Inter1ayer (S.A.M.I.). A S.A.M.I. is a

single surface treatment 13 mm in thickness, consisting of a sprayed

application of an asphalt and rubber binder followed by an application

of heated stone chips. The binder is mixed on the job site and

consists of a blend of 80% asphalt cement and 20% crumb rubber.

This report describes the app1 ication of a S.A.11.1., in t1ay of 1982,

onto a badly cracked concrete pavement which was constructed in 1967

on King's Highway 77. A brief description of blending, application

and construction procedures is included as well as observations

regarding performance.

It has been concluded that the S.A.f1.1. has not prevented

reflection cracks from reappearing in the new pavement over the expansion

joints. HOi-Jever, transverse cracks betv1een the expansion joints have

not reappeared. A small amount of centreline cracking in the nei-J

pavement has occurred. There \oJere no unusual problems when applying

the S.A.H.I. to the concrete pavement. On the basis of the evidence to

date, it is recommended that no further S.A.M.I. installations be

constructed unti 1 further performance evaluations have been made of

the work on Highway 77.

( i )

Co.NTENTS

ABSTRACT

I NTRo.DUCT I o.N

Description

EXISTING Co.NCRETE PAVEMENT

RESURFACING DESIGN RECo.MMENDATlo.NS

Co.NTRACTo.R

11ATERI ALS

EQUIPMENT

Co.NSTRUCTlo.N

Preparation

Asphalt/Rubber Binder - Mixing and Reaction

Spraying the Binder

Spreading the Aggregate

Rol I ing the Aggregate

Sweeping the Surface

Traffic Control

Comments

Hot Mix Paving

Paving Operation

Condition of SAMI

Paving o.ver the SAMI

PERFo.RMANCE TO. DATE

SUMMARY o.F o.BSERVATlo.NS

Co.NCLUSlo.NS

RECo.MMENDATlo.NS

APPENDIX A, Condition Survey of Pavement Surface

APPENDIX B, Special Provision

APPENDIX C, Binder Viscosity

APPENDIX D, Field Sampl ing to Determine the Amount of Binder and Aggregate Appl ied to the Road

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I NTRODUCT I ON

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STRESS ABSORBING MEMBRANE INTERLAYER

(S.A.M.I.)

CONSTRUCTION REPORT

by J.A. Cooper, D.F. Lynch and R.C. Aquin

The reappearance of cracks through hot mix asphaltic concrete

resurfacing over Portland cement concrete pavements has been an on­

going problem. The standard method of overlaying concrete pavement

with hot mix is to level ,.Ji th HL-2 or a modified HL-4 or 8, followed

by a binder course and a wearing course. Total pavement thickness

ranges from 60 to 130 mm, depending on the condition of the concrete

pavement, location, AADT and other pertinent design factors.

The purpose of the HL-2 is to waterproof and level the existing

concrete pavement and, to some degree, retard reflection cracking

through the ne\'1 hot mix. The ability of the HL-2 to minimize reflection

cracking has not been entirely satisfactory and a more effective means

of reducing the amount of reflection cracking is desirable.

A method of reducing cracking has been developed by Sahuaro

Petroleum and Asphalt of Phoenix, Arizona. This method is known as a

Stress Absorbing Membrane Interlayer (S.A.M.I.) and is claimed by

Sahuaro to be flexible enough to bridge cracks and waterproof the

concrete pavement. This report outlines the construction of a Stress

Absorbing Membrane Interlayer on King's Highway 77 in May of 1982

prior to resurfacing with hot mix asphaltic concrete. For future

reference, a detailed map crack survey was completed over a control

section of the concrete pavement before the construction of the S.A.M.I.

The main purpose in constructing the S.A.M.l. \'ias to assess its effective­

ness in reducing reflection cracking through the new hot mix resurfacing

and to determine any appl ication or traffic problems during construction.

- 2 -

Deser i pt ion

A S.A.M.I. is a single surface treatment 13 mm in thickness consisting

of a sprayed appl ication of a specially formulated asphalt and rubber

binder, followed by an appJ leation of heated stone chips.

To achieve the desired flexibility, a soft asphalt cement is mixed

with approximately 20% by weight of crumb rubber in a blending plant on

the job site. The crumb rubber is produced by grinding up used tires

and peelings from retreaded tires. The ground rubber is then placed in

plastic bags and transported to the job site and dumped into a hopper at

the side of the blending plant. From there it is fed to the mixer where

it is combined with the asphalt cement at 210°C.

As the rubber mixes with the asphalt cement, it melts and expands

causing the mixture (binder) both to become more viscous and to cool.

The mixing process is carried out for approximately 20 minutes and then

the asphalt/rubber binder is pumped into either a separate storage tank

or directly into a specially constructed asphalt distributor capable of

spraying the high viscosity asphalt/rubber binder directly onto the

concrete pavement at the desired rate of app1 ication.

EXISTING CONCRETE PAVEMENT

The section of Highway 77 where the S.A.M. I. was constructed is

straight and level and begins at the Comber south limits and proceeds

southerly 8.7 km. The existing pavement placed in 1967 consists of a

concrete slab, 6.7 m in width, 175 mm in thickness, which is reinforced

with dovJels. Expansion joint spacing is at 18 m + intervals (Figure 1).

Cores taken through the pavement reveal that the lower 50 mm of concrete

has cracked extensively and at the joints the lovler 100 mm has reverted

to aggregate. The concrete slab is underlain with 150 mm of granular IAI

overlying approximately 100 mm of granular sub-base.

The entire 8.7 km of concrete pavement was cracked at the expansion

joints and transversely at intervals between the expansion joints.

There was 0 cracking of the expansion joints at centreline and at the

- 3 -

- ~ --- .

edge of pavement. The expansion joints were moderately to severely

spalled, Itlith many joint failures (see Figure 2). Some relief sawing

had been done by MTe maintenance forces. Blow-ups that had occurred

were patched with hot or cold mix. The spalled areas had been sealed

with emulsion and chips, however, this ~'1as only partially effective and

deterioration has continued. Most of the spalled areas, including those

along centreline, were patched with cold mix just prior to placing the

S.A.M. I. Transverse cracks occurred throughout the section between the

joints (Figure 3). A map crack survey carried out just prior to

construction of the S.A.M.I. indicated an average of 40 m + of transverse

cracking between expansion Joints (see Appendix A).

Due to poor drainage and wet saturated conditions in the sub-base

and subgrade, 100 mm diameter perforated plastic pipe was installed along

both pavement edges for the entire length of the concrete pavement in

1978. It was hoped that this would improve drainage and retard the rapid

deterioration of the underside of the pavement. Recent examination of

the outlets from the pipe has confirmed that the pipe is removing water

as intended and should assist in retarding pavement deterioration to

some extent.

RESURFACING DESIGN RECOMMENDATIONS

In vie\-J of the concrete pavement conditions, the following re­

commendations were made for resurfacing this section of pavement:

25 mm HL-2 Leve 11 i ng Course

40 mm HL-4 Binder Course

40 mm HL-4 Surface Course

A contract (81-77) to resurface the concrete pavement was awarded in

January, 1982, based on the above recommendations. Prior to the commence­

ment of the resurfacing operation, it was decided to investigate the cost

of constructing a S.A.M. I. in lieu of the HL-2 levelling course. A

Special Provision was prepared (see Appendix B) and sent to the contractor

to obtain the cost of constructing the S.A.M. I.

- 4 -

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Figure I: Hwy. 77 Concrete Pavement Before SAMI

Figure 2: Typical Expansion Joint in Concrete Pavement

Figure 3: Typical Crack Between Expansion Joints

- 5 -

It vJas determined that there v'JOuld be an estimated saving to the

Ministry of approximately $47,000 by placing the S.A.M.I. when compared

to placing the HL-2 for the section in question. On the basis of the

anticipated cost saving and the Ministry1s desire to assess the benefits

of the S.A.M. I. system, it was decided to proceed with the construction

of the S.A.M.I.

CONTRACTOR

The general contractor for the work was R.E. Van Gassen Ltd.,

P.O. Box 900, Chatham, Ontario, who subcontracted the construction of

the S.A.M.I. to Sahuaro Petroleum and Asphalt Co., Canadian Division,

14322 Magdalen Ave., Whiterock, B.C. The work was carried out during

the last week of May, 1982.

MATERIALS

The fol1m·Jing materials \!-Jere used to produce the S.A.M.I. as per the

Special Provision (Appendix B):

Asphalt Cement lSD/ZOO penetration grade obtained from McAsphalt

Industries, Toronto, Ontario.

Asphalt Modifier not required.

Rubber

Diluent

Aggregate

EQUIPMENT

Type I I (Ouramesh 1030) obtained from Dura Undercushions

Ltd., Montreal, Quebec.

Kerosene obtained locally at Chatham, Ontario.

HL-3 coarse aggregate obtained from Canada Crushed

Stone, Dundas, Ontario. It was heated at Chatham in

Van Gassen's hot mix plant.

The follO\-Jing equipment ~'Jas used to complete the work:

- 6 -

2 - Bearcat asphalt distributors, specially modified to spray the rubberized

binder; obtained from Sahuaro Asphalt and Petroleum Co., Phoenix,

Arizona.

I - Heater blender, specially manufactured to produce the rubberized

binder, obtained from Sahuaro Asphalt and Petroleum Co., Phoenix,

Arizona.

1 - Storage tank for kerosene.

I - Flaherty self-propelled chip spreader obtained on rental from Spinks

Sand and Gravel, Leamington, Ontario.

2 - Self-propelled rubber-tired rollers (8.0 tonne) obtained from

Van Gassen Ltd.

I - Self-propelled rubber-tired roller (8.0 tonne) obtained from Spinks

Sand and Gravel, Leamington, Ontario.

CONSTRUCTION

Preparation

Repairs were made to the existing concrete pavement where longitudinal

and transverse joints were in exceptionally poor condition and areas of

severe cracking and spa1 ling had occurred. Remedial work in these areas

was carried out using cold mix patching materials.

The concrete pavement was swept clean of all dust, debris, dirt and

loose material by means of a power broom the day prior to commencement

of the appl ication of the S.A.M. I. The surface was exceptional 1y clean,

and on the advice of Sahuaro the spraying of the tack coat was judged

unnecessary and therefore el iminated.

- 7 -

Figure q: Asphalt Tanker Unloading Into Blending Plant

Figure 5: Crumb Rubber in 25 kg Plastic Bags

Figure 6: Crumb Rubber

- 8 -

Asphalt/Rubber Binder - Mixing and Reaction

The 150/200 pen. asphalt cement was pumped from the tanker into a

heated storage tank on the blender where it was heated to 2100 e. The

asphalt cement (150/200) was then pumped into the blender unit where the

granulated rubber was added. A meter indicated the gallons of asphalt

cement in the blender and the desired amount of rubber was added to the

blender by means of a bucket elevator at the side of the unit. The

asphalt and rubber were mixed in the blender for 25 minutes and then

pumped into a distributor resulting in a temperature drop of the binder

to 165°C. The binder was held in the distributor for approximately

60 minutes until the reaction between the asphalt and rubber was complete

and the desired viscosity was reached. The viscosity of the binder was

checked on site with a Haake Viscotester. Approximately three percent

kerosene was then added to the binder to obtain the desired viscosity

for spraying. A special auger running the length of the distributor tank

and a recirculating pump continued to mix the binder until it waS sprayed.

Spraying the Binder

The binder was sprayed across one lane at a time onto the concrete

pavement by the distributor. The temperature of the binder immediately

after spraying was approximately ISSoC. The amount of binder waS closely

monitored by a sophisticated panel in the driver1s cab. The desired

application rate waS 2.5 kg/m2 . Standard surface treatment techniques

were used for the transverse joints and the longitudinal centreline joint.

No problem l-..ras observed ItJhen the hot binder was sprayed on the cold

patching material.

Spreading the Aggregate

The aggregate was spread immediately using the self-propelled chip

spreader. The desired appl ication rate was 16.5 kg/m2 . The aggregate

had been trucked by tractor trailers from Chatham, Ontario, where it had

been heated in Van Gassen1s hot mix plant. It was dumped on the job site

and loaded into tandem dump trucks and taken to the chip spreader. The

temperature of the aggregate was taken as it was being spread and was

found to be 140-1500 C.

- 9 -

Figure 7: Adding Crumb Rubber to Blending Plant

Figure 8: Sweeping Concrete Pavement Prior to Applying Binder

Figure 9: Bearcat Distributor Spraying Binder

- 10 -

The purpose in heating the aggregate was to ensure that the

aggregate was completely dry and to assist in obtaining the best

possible bond between the binder and the aggregate.

Roll ing the Aggregate

Immediately upon spreading, the aggregate was ral led using the

three rubber-tired rollers. Each roller made two complete passes. It

is extremely important that there be no time lag between spraying,

spreading and rolling to ensure best results as the binder cools quickly.

Sweeping the Surface

Approximately two hours after the roll 1n9 had been completed, the

S.A.M.I. was swept ~ ... ith a power broom to remove any excess aggregate

before being opened to traffic. Spraying was completed each day about

16:00 hours so that sweeping was completed for evening traffic.

Traffic Control

Pick up trucks with flashing signs were used at each end of the

worle Flagpersons, about 1 km apart, wi th 2-vJay radios allmved traffic

to pass alternately in each direction in the open lane. Traffic was

not significantly delayed.

Comments

No particular difficulties were encountered on the job and the work

proceeded at a very productive rate. The application rates of the binder

and aggregate were checked on the job site using 50 cm square cardboard

trays and a portable digital scale, as well as totalling the quantities of

all materials used and calculating the area covered. Field sampling to

determine the viscosity of the binder prior to spraying was carried out

as described in Appendix C. Field sampling to determine the amount of

binder and aggregate appl ied to the pavement was carried out as described

in Appendix D.

- I I -

Figure 10: Spreader Applying Heated Cover Agg ,-ega te

Figure 11: Taking Temperature of Cover Aggregate

Figure 12: Roll ing Cove r Agg rega te

- 12 -

Figure 13: SAMI Completed on the Right

Figure I~: Close-up of Completed SAMI

Figure 15: Placing HL-~ Binder Over SAMI

- 13 -

The quantities of materials used in the asphalt/rubber binder were

as follows:

150/200 A. c. 101,719.8 kg 77.3% Rubber 25,101.9 kg 19.4%

Kerosene 4,543.8 kg 3.4%

Total 131,736 kg

The actual applleation rates were as follows:

Area of concrete pavement covered -

Length - 8,675 m; Wid th - 6·.706 m

Area - 8,675 m x 6.706 m = 58,174 m2

Taper at County Road

Average binder app1leation

1,139 m2

59,313 m2

131,355 59,313

Average aggregate appl ication - 16.1 kg/m2

2.21 kg/m2

The binder depth was measured and found to be about 5 mm or ~O% of

the average stone size. The aggregate retention was excellent, the bond

between the binder and the pavement was also excellent.

Traffic ~..,as allm..;ed on the S.A.M.I. at normal speeds with no problems.

Hot Nix Paving

Hot mix paving began approximately seven days after the completion

of the S.A.M.I. The paving consisted of the construction of 40 mm of HL-4

binder and qQ mm of HL-4 surface course.

- .14 -

Paving Operation

The contractor's asphalt plant was located south of Chatham, 40 km

from the job site.

Paving equipment consisted of:

- Cedarapids mechanical paver ~."ith track and 40' ski,

- Bros VM 268 tandem steel-tired vibratory roller,

Tandem and tractor trailer trucks as required.

Condition of the S.A.M.I.

The S.A.M.I. was in excellent condition prior to paving. It was noted

that trucks hauling the HL-4 hot mix did not damage the surface of the

S.A.M.I. when turning; also the Cedarapids track paver did not damage

the S.A.M.I. which was well bonded to the concrete surface. There V'Jere

no cracks or joints showing through the S.A.M. I. at the time of paving.

Paving Over the S.A.M.I.

There were no difficulties encountered paving over the S.A.M. I. and

there was no slippage or movement of the hot mix mat during laying or

rolling. The paving operation proceeded in the normal fashion at the

usual rate with no problems. The mix was laid to the desired thickness

and density and bonded well to the S.A.M.I. The surface course was

completed in July J982 and no reflection cracking was evident at that time.

PERFORMANCE TO DATE

The finished pavement was examined on 82 11 24 prior to experiencing

any ambient temperatures below OOC. The riding qualities of the pavement

were very good, hm'Jever, cracking at the expansion joints Itlas already

evident.

- 15 -

Figure 16: SAMI (Foreground) and HL-q Binder

Figure 17: Hwy. 77 Three Months After Paving

- 16 -

Figure 18: Typical Crack Over Expansion Joint

Figure 19: Close-up of Typical Crack (3 mm) Over Expansion Joint

- 17 -

In the Village of Comber, the same hot mix overlay was placed over

existing bituminous pavement. There was no transverse cracking evident

in the V i II age on 82 II 2q.

In March, 1983, after the first winter, a detailed crack survey was

taken in the 300 m control section, see Appendix A. There were cracks,

open about 3 mm, at all expansion joints, with some D cracking at centre­

line and at the edges of pavement. There was approximately 39 m of

cracking directly over the centrel ine joint in the 300 m control section.

With the exception of 3 m of cracking, there was no intermediate

transverse cracking between the expansion joints.

Six, 15.2 em diameter, cores were taken from the control section in

March 1983, at expansion Joints and between expansion Joints. Examination

of the cores revealed that the S.A.H.I. was broken directly beneath the

crack in the hot mix over the expansion joints. The S.A.M.I. vJas not

broken over the intermediate transverse cracks in the concrete pavement.

The ride was considered good, as assessed in a compact car. A very

sl ight bump \'Jas noticeable at the expansion joints.

SUMMARY OF OBSERVATIONS

(I) Reflection cracks have appeared in the hot mix over all the expansion

joints in the concrete pavement.

(2) Reflection cracks have not appeared in the hot mix over the transverse

cracks between the expansion joints in the concrete pavement.

(31 A smal I amount of reflection cracking has appeared in the hot mix

over the centrel ine joint in the concrete pavement.

(ql The S.A.M.I. membrane has broken OVer the expansion joints.

(5) The ride after one winter is judged good, as assessed in a small car.

- 18 -

CONCLUS IONS

(I) The construction of a 5 .A.H.I. on Highvlay 77 has not prevented

reflection cracking from coming through the 80 mm of hot mix over

the expansion joints.

(2) The S.A.H.I. has assisted in preventing reflection cracks From

coming through the hot mix over transverse cracks between the

expansion joints.

(3) A S.A.M.I. can be app] led to an existing Portland cement concrete

surFace without difficulty when recommended manufacturing and

application procedures are follm'lled.

RECOHHENDATIONS

(1) On the basis of the evidence to date, it is recommended that no

S.A.M.I. installation over concrete pavement be planned unti 1 further

performance evaluations have been made of the work on Highway 77.

(2) Where construction defects are evident in concrete pavement and

major crack filling is required and repairing expansion joints is

not practical, a more effective method of reducing reflection

cracking may be accompl ished by -

(a) Manufacturing the asphalt/rubber binder with a higher rubber

content.

(b) Applying a greater amount of asphalt/rubber binder per square

me t re.

(c) Applying a 25 mm levelling course of HL-2 first, directly

onto the concrete pavement to fi 11 in the cracks at the badly

spalled expansion joints and to remove uneveness, follm·Jed by

the construction of a S.A.M.I., followed by 40 to 80 mm of HL-4.

(d) EI iminating the S.A.11.1. and constructing a 30 mm level I ing

course of open graded cold mix, followed by 40 to 80 mm of HL-4.

- 19 -

(3) Precoating of the stone chips to prevent dust when spreading the

chips and to assist in more rapid setting should be considered.

(4) Consideration should be given to sealing the cracks in the new hot

mix with hot rubberized asphalt.

ACKiWWLIoUGEMENTS

Special thanks are extended tc the staff of Southwestern Region

for their excel lent co-operation and to the Research and Development

~ranch for their assistance.

o N

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MINISTRY OF . TRANSPORTATION a COMMUNICATIONS SHEET NUII8ER ,CONCRETE PAVEMENT MATERIALS AND TESTING DIVISION I -Lo.-4:--,82 05 25 CONDITION SURVEY OF PAVEMENT SURFACE I ')0 :z.. ~

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STEPPING ~ CONSTRUCTION JOINT _ B - LESS THAN 0.2" F' OVER 0.8"

SETTLEMENT, HEAVING ETC. @) C - 0.2" - 0.4" H - HEALED ovER

CONDITION (I) SLIGHT - A (2) MEDIUM - B (3) SEVERE - C D - 0.4" - 0.6" T • TREATED

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CONCRETE PAVEMENT

82 05 25

HillY. NO. 77 PROFILE NO.

MINISTRY OF TRANSPORTATION a COMMUNICATIONS

MATERIALS AND TESTING DIVISION

CONDITION SURVEY OF PAVEMENT SURFACE

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SETTLEMENT, HEAVING ETC. CD CONDITION (il SLIGHT - A (21 MEDIUM -B (31 SEVERE - C

CRACKING CODE

A - HAIRLINE E - 0.6" - o.a" B - LESS THAN 0.2" F - OVER 0.8"

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CONCRETE PAVEMENT .82 05 25

HWY.NO. 71 PROFILE NO.

MINISTRY OF TRANSPORTATION 8 COMMUNICATIONS

MATERIALS AND TESTING DIVISION

CONDITION SURVEY OF PAVEMENT SURFACE TOWNSHIP TIL 3l/i! J IJ

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~ ~ 1>" ~ ~ ~ a ~ ~ -~ N f' "'b' ~

111III1IJI.[I11iM=lfD~.=r~wllf~iilml_lBIam~I~UtM_ 1+ IT'-1-' -. tT il' HH~~ffl:1-l1i J " -- -'-'r -"'~'tl=1f­

:!=T:~-'-

DATE OF SURVEY i'» REMARKS -¥

CRACKING --­

STEPPING ~

.!$ll BLOW-UP ~

CONSTRUCTION JOINT _

SETTLEMENT I HEAVING ETC. CD CONDITION (I) SLIGHT - A (2) MEDIUM - B (3) SEVERE - C

!ttl::'t:::·_·--,~!=I=I= -i""-

CRACKING CODE

A - HAIRLINE E - 0.6" - O.S"

B - LESS THAN 0.2" F - OVER 0.8"

G - O.Z" - 0.4"

0- 0.4"- 0.6"

H - HEALED OVER

T - TREATED

M N

CONCRETE PAVEMENT

82 05 25

MINISTRY OF TRANSPORTATION a COMMUNICATIONS

MATERIALS AND TESTING DIVISION

CONDITION SURVEY OF PAVEMENT SURFACE

I SHEET NUMBER . -#-0. 4--~

;IL.5(/R y w liNCH- zOPlEn

HWY.NO.

~ ';§>

I­i

71

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PROFILE NO,

~

DATE' ';SURVEY 6-:;J 0' -.;.> ) -

;;;;.2 .I" Ii- l'

TOWNSHIP

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REMARKS ~ ~

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<;:; -DATE OF SURVEY ________ _ REMARKS ~

CRACKING -

STEPPING ----r-

llY. BLOW - UP --""-­

CONSTRUCTION JOINT_

SETTLEMENT, HEAVING ETC, @ CONDITION (I) SLIGHT - A (2) MEDIUM - B (3) SEVERE - C

CRACKING CODE

A - HAIRLINE E - O.S" - 0.8"

B - LESS THAN O,Z" F - OVER 0,8"

c- 0.2"- 0.4"

0- 0.4"- 0.6"

H - HEALED OVER

T - TREATED

-"" N

.HOT MIX PAVEMENT

;83 03 08 HWY. NO. 77 PROFILE NO.

, ,

DATE OF SURVEY ________ _

... "\! 0 <, '"

DATE Of SURVEY ;.:z. d'S .2 ~

MiNISTRY OF TRANSPORTAT'lON f.I COM",.U~ICATIO~S

MATERIALS AND TESTING QIVISION

CONDITION SURVEY OF PAVEMENT SURFACE TOWNSHIP 7/L,£,/J.: y / .. /

" < ~ ". -:'> " " >

Co'" X/

, ~"-

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SH,zET ,~Ui\l[JC:R

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STEPPING --..r--

.lSll BLOW· UP --""-­

CONSTRUCTION JOINT I/lJJil1N

SETTLEMENT, HEAVING ETC. C9 CONDITION III SLIGHT - A l21 MEDIUM - B l31 SEVERE - C

CRACKS IN HOT MIX ------CRACKING CODE

A - HAIRLINE E - 0.6" - 0.0"

B - LESS THAN 0.2" F - OVER O_B"

C - 0.2" - 0.4-

0- 0.4"- 0.6-

H - HEALED ovER

T - TREATED

en N

HOT MIX PAVEMENT

83 03 08

HWY. NO. 77 PROFILE NO.

'~~i"!!5TRY OF P~ANSPORTATIO".' '3 COfl.i:.iUNiCAT10NS

t"lJ\TEH!AL~ Ar-..'D TESTiNG DIVISION

CONDIT!ON SURVEY 0::- ?!\VC:V,E,\T SURFACE

TOWNSH!P ;- II. .!: (1/ J lJ

~

SHEET NUMBER

-2-0' -4-­~

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Of.TE OF SURVEY _________ __

,,1:-' r' '.' ,.

----0. REMARKS

DJ.TE OF SURVEY __________ __ REMARKS ______________________________________________________________ __

CRACKING -

STEPPING ---r-

~cr:;, y

BLOW-UP ~

CONSTRUCTION JOINT l~'b.7

SETTLEMENT I HEAVING ETC. 0 CONDITION UJ SLIGHT - A (21 r,:EDluM -8 (3lSEVERE - C

CRACKS IN HOT MIX --------CRACKING CODE

A - HAIRLINE

B - LESS THAN 0.2"

C- 0.2"-0,4"

0- 0.4"_ 0.6"

E - 0.6" - 0.0"

F-OVERO.S"

H - HEALED OvER

T - TREATED

, -D

"

Mli\l'ISTRY OF TRANSPORTATiON a COMi/,UNICAi:ONS

MATERIALS AND TESTING DIVISION H.OT MIX PAVEMENT

83 03 08 CONDiTION SURVEY OF PAVE,ViENT SURFACE ,

HWy .. NO. 77 PROFILE NO. TOWNSHIP TIL3ui!'j bJ

" d' '2;. ~ ""

DATE OF SURVEY ________ _ REMARKS

'il '"

DATE OF SURVEY ____ --.:. ___ _ REMARKS -"j-.!:

CRACKING -­

STEPPING ~

.!iU BLOW· UP -""-­

CONSTRUCTION JOINT Ilo"JUlif

SETTLEMENT I HEAVING ETC. (J:) CONDITION I I) SLIGHT - A IZ) MEDIUM - B (3) SEVERE· G

CRACKS IN HOT MIX --------

v

SH':';;'7 .'\Ui.',:'£"

Loi' _If-

:: C,',L1..

I INett. 20 'lC;T

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CRACKIi\G CODE

A ~ HAIRLlNi: E - C.G" - 0.0"

B - LESS THAN 0.2" F - OVER 0.0"

G- 0.Z"-0,4"

D-0.4"-0.6"

H - HEALED OVEn

T - TREATED

T

r-N

HOT MIX PAVEMENT

B3 03 08

M\~!STRY OF TRANSPORTATIOI, El COMMUNICATIONS

MATEF-IIALS AND TESTiNG DIVISIO~

CONDITIO[\! SURVEY OF PAVEMENT SURFACE

HWY, NO. 71 PROFILE NO. TOWNSHIP ;ll5fIR'j W

~'" c: ~ ;-; ~ ~ 'c -t:.

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DATE C,7 SURV!:'r'

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<J 0.\';:>\- A~~.~AAKS v,

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o.~ ~' ~ j: D Y.:', ~ ~~

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SHEET NUMBER -4-0,4:-~

liNCH- 20 fin

~I

D.::;-;:: 0::- sunv::y ____________ _ r.::.;.~.-.. ,/~s ---...;:,

:C~;_ CRACKING CODE

CRACKI!lJG -- BLOW ~UP --"-- CRACKS IN HOT MIX .-.----- A· HAIRLINE E - 0.6" - O.B"

~""E?rIJ'~G _____ CO!~ST~~CT10N JOINT C=-".'!1 B - LESS THAN 0.2" F - OVER O.B"

S'':;TTL::!:ENT. HEAV1!'.!G !::TG. ~ C ~ 0.2" - 0.4" H - HEALED OVER

C01::nTl0!i .( \ J SliGH"/' -~, (2J ::'Jl~:.\ - B (3\ SEV::RE - c 0-0.4"-0.6" T ~ TREATED

- 28 -

APPENDIX B

SPECIAL PROVISION NO.

STRESS ABSORBING MEMBRANE INTERLAYER (S.A.M.I.) ITEM NO.

DESCRIPTION

This Special Provision covers the materials, equipment and con­

struction procedures for a Stress Absorbing Membrane Interlayer 13 mm

in thickness. The S.A.M.I. shall consist of a tack coat followed by a

single surface treatment consisting of an application of a specially

formulated asphalt and rubber binder, fol lowed by an appl ication of

stone chips.

GENERAL REQUIREMENTS

For purpo,es of this contract, MTC Form 304 shal I apply except as

otherwise stated in the Special Provision.

MATER I ALS

Asphalt and Rubber Binder

The binder shall be supplied by either

Sahuaro Petroleum and Asphalt Co., or 731 N 19th Ave., P.O. Box 6536, Phoenix, Arizona. U.S.A. 85005 Tel.: 602-252-3061

Arizona Refining Co., 1505 North Arco Drive, Phoenix, Arizona. U.S.A.

The binder shall consist of a mixture of asphalt cement, asphalt

modifier, rubber and di luent as follows:

Asphal t Cement pen. grade 120-150 or 200-300

- 29 -

As pha It Mod i fie r

When asphalt fractional composition analysis indicates its de­

sirability, an asphalt modifier may be added to the asphalt cement

(3 to 20;~ by weight of asphalt). Modifiers such as Witco Califlux G.P.

or She 11 Dutrex 739 0 r equ iva 1 en tare acceptab 1 e.

Rubber

The combined granulated rubber shall consist of a minimum of 80% by

weight of vulcanized rubber produced by the processing of tires. The

rubber shall consist of one or a blend of the types indicated below with

the rubber or blend selected based on laboratory testing.

The granulated rubber types shall meet the following gradations:

Sieve Sizes Type

Percent Passing

Type II Type III

No. 8 (2.36 mm) 100

No. 10 (2.00 mm) 95-100

No. 16 (1 . 18 mm) 100 100

No. 30 (0.600 mm) 0-10 60-90 95-100

No. 50 (0.300 mm) 0-5 0-20 30-60

No. 80 (0.180 mm) 0-5 15-35

No. 200 (0.075 mm) 0-10

The sieves shall comply with the requirements of AASHTO M92

(ASTM Ell).

The individual granulated rubber particles, irrespective of diameter,

shall not be greater in length than 0.250 inches for Type I and 0.125

inches for Types II and III.

The combined granulated rubber shall have a specific gravity of

1.15 ~ 0.05 and shall be free of loose fabric, wire and other contaminants

except that up to 4 percent (by weight of rubber) calcium carbonate or

talc may be added to prevent rubber particles from sticking together. The

rubber shall be sufficiently dry so as to be free flowing and not produce

a foaming problem when blended \;ith the hot asphalt cement.

- 30 -

The granulated rubber shall be accepted by certification from the

rubber suppl ier.

Diluent

The diluent shall have an initial boiling point (IBP) of 171°C when

tested in accordance \-1i th ASTM D-86.

Asphalt Rubber Mixing and Reaction

The percent of combined rubber shall be 23 ~ 3 percent by weight of

total mixture, that is, by total weight of asphalt cement + asphalt

modifier (if used) + granulated rubber.

The temperature of the asphalt shall be between (177 to 218°C) at

the addition of the vulcanized rubber. The asphalt and rubber shall be

combined and mixed togetJler in a blender unit and reacted in the distri­

butor for a period of time as required by the Engineer \-Jhich shall be

based on laboratory testing by the asphalt-rubber supplier. The tempera­

ture of the asphalt-rubber mixture shall be above (163°C) during the

reaction period.

After the reaction between asphalt and rubber has occurred, the

viscosity of the hot asphalt-rubber mixture may be adjusted for spraying

and/or better "v-Jetting" of the cover material by the addition of a

diluent. The diluent shall not exceed 7-1/2 percent by volume of the hot

asphalt-rubber mixture.

When a job delay occurs after full reaction, the asphalt-rubber may

be allowed to cool. The asphalt-rubber shall be reheated slowly just prior

to appl ication but not to a temperature exceeding (163°c). An additional

quantity of diluent not exceeding 3 percent by volume of the hot asphalt­

rubber mixture may be added after reheating.

AGGREGATE

The stone chips shall comply with the requirements for coarse aggregate

for HL-3 as indicated in MTC Form 1003 - Material Specification for

Aggregates Hot Mix Asphaltic Concrete.

- 31 -

EQU I PMENT

Pressure Distributor

The pressure distributor shall be specially designed for mixing and

spraying the asphalt-rubber binder within 5% accuracy of the desired rate

in a continuous and uniform manner.

Rollers

A minimum of 3 pneumatic-tired rollers shall be provided each with

a minimum wheel load of 1800 kilograms per tire.

CONSTRUCTION

Surface Preparation

The bituminous surface shall be sVJept clean of all gravel, dirt,

sand and other debris.

A tack coat of diluted emulsified asphalt (SS-I or SSI-H as per MTC

Form 1103) shall be appl ied to the clean surface and allowed to cure.

The emulsified asphalt shall be diluted 1:1 "Iith water and sprayed at

the rate of 0.50 kg/m2 .

Appl ication of the Binder

The suppl ier of the asphal t and rubber binder shall apply the binder

to the road surface using a specially designed pressure distributor. The

temperature of the binder sha II be between 1~3 to 11IoC when app lied at

the rate of 2.5 kg/m2 . Transverse joints sha II be constructed by placing

building paper across and over the end of the previous asphalt-rubber

appl ication. Once the spraying has progressed beyond the paper, the paper

shall be removed immediately and disposed of as directed by the Engineer.

All longi tudinal joints shall be overlapped a minimum of 20 em.

Appl ieation of Aggregate

The stone chips shall be heated in a hot mix plant and shall be

- 32 -

applied immediately at a temperature of 121 to 1490 C, to the asphalt­

rubber binder, at the rate of 16.5 kg/m2 .

Roll ing

Roll ing shall commence immediately behind the aggregate spreader,

and if the spreading is stopped for an extended period, the spreader shall

be moved ahead or off to the side so that all cover material may be

immediately rolled. Four complete passes wi th rollers shall be made wi th

all roll ing completed within 1/2 hour after the appl ication of the

cover material.

Rotary Power Brooming

When the aggregate is thoroughly embedded and rolling has been

completed, the surface shall be swept with power brooms to remove any

excess aggregate before opening the road to traffic.

Temperature and Weather

The work shall not be started unless the pavement is absolutely dry

and surface temperature is at least 16°c or when in the opinion of the

Engineer conditions are not conducive to successful results.

MEASUREMENT FOR PAYMENT

Supply and Application of Binder

The quantity of binder appl ied to the road will be measured in tonnes.

Supply and Application of Aggregate

The quantity of aggregate appl ied to the road "Jill be measured in

tonnes.

- 33 -

BAS I S OF PAYMENT

Supply and Application of Binder

Payment for this work will be made at the contract unit price per

tonne, and such payment will be full compensation for sweeping, applying

the tack coat, for supplying, mixing, heating and applying the binder to

the road surface as specified and for all other work necessary to

complete the appJ jeat.ion in accordance with this specification.

Supply and Appl ication of Aggregate

Payment for this work will be made at the contract unit price per

tonne and such payment will be full compensation for supplying, heating,

handling, hauling, spreading, rolling and brooming and for all other work

necessary to complete the appl ication in accordance with this specification.

APPEI,DIX C

Binder Viscosi ty

- 34 -

The viscosity of the rubber asphalt binder was checked on site by

Sahuaro wi th a small hand held instrument, the Haake Viscotester. A one

gallon paj I of binder was taken from the distributor, the temperature

checked and the viscosity measured. A rod hanging beneath the viscotester

was immersed into the binder and the force required to turn the rod was

read from the scale. The asphalt/rubber reaction was complete when the

binder reached 7000-9000 centipoises. Kerosene was added reducing the

viscosi ty to 4000-5000 centipoises and the rubber asphalt binder was

ready to sp ray.

- 35 -

'-----_.

/

L

Figure 22: Checking Temperature of Rubber­Asphalt Binder Prior to App1 ication

Figure 23: Checking Viscosity of Rubber­Asphal t Binder With Haake Viscotester

Figure 2~: Trays for Checking AppJ ication Rates

- 36 -

P,PPEIID I X D - FIE LD SAI1PL lUG TO DETERH 11,[ TH£: AI',QUIH OF B IlmER AHD AGGREGATE APPLIED TO A ROAD

The following equipment is required:

(I) I - Battery operated digital scale, 10 kg capacity, >Iith a stainless steel platform approximately 30 em x 40 cm.

(2) A supply of cardboard trays 50 em x 50 em with a 2.S·cm lip.

(3) Pocket calculator.

(4) Carpenter's level.

(S) Gloves.

(6) Mineral spirits.

(71 Rags.

Procedure

(I) Set up and level digital scales.

(2) Number the cardboard trays.

(3) Obtain the tare weight in ki lograms of two 50 x. 50 em car'dboard trays and record.

(4) Place the two cardboard trays in the centre of the lane being treated approximately two feet apart and parallel to the centre­line of the road, immediately prior to the area being treated.

(S) Remove the first tray after the binder has been sprayed and before the aggregate has been appl ied.

(6) Remove the second tray after the binder has been sprayed and the aggregate has been appl ied and before roll ing.

(71 Obtain the gross weight in kilograms of the first tray.

(8) Obtain the net weight in kilograms of binder appl ied in the first tray. Net Weight = Gross Weight - Tare Weight.

(9) Calculate the amount of binder appl ied to the road as follmls:

Net Weight (8) x 4 =

- 37 -

(10) Obtain the gross \.\'eight in kilograrr,5 of the secc.nd tray.

(II) Obtain the net weight in kilograrr,s of binder and aggregate appl ied in the second tray.

Net Weight ~ Gross Weight - Tare Weight

(12) Obtain the net "eight in kilograms of aggregate applied in the second tray.

Net weight of aggregate ~ net weight of second tray (II)

- net weight of first tray (8)

(13) Calculate the amount of aggregate appl ied to the road as fo Ilovls:

Net weight of aggregate (12) x 4 kg/m2

(14) Repeat sampl ing process at least three times per 2.0 kin lanes and adjust appl ieatien rates if necessary to obtained desired quantities.

Maintenance

recharge the batteries in the scale as required.

cle~n scale platform with mineral spirits and rags after use.

- 38 -

Figure 25: Trays Removed After Appl ication of SAMI

Figure 26: Portable Digital Scales to Weigh Trays

Figure 27: Weighing Tray of Rubber Asphal t Binder