Spray Applied Polymer Surface Seals - TSP2

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Lessons Learned How to Apply <strong>Seals</strong> Very low binder application • Diluted for better control Avoid contamination • Dilution at manufacturer’s plant Reduces contamination possibility Increases transportation costs Climatic conditions • Temperature & humidity to allow reasonably fast cure Sanding • Fractured, dry sand • After curing for rejuvenators; before curing for asphalt seals • Broom if adverse effect on friction, on city streets Dilution While at least one agency strongly recommends dilution of the emulsions at the manufacturer’s location to avoid over- or under-dilution and introduction of impurities than can break the emulsion or otherwise harm the performance, some manufacturers believe that transportation and mobilization costs can be saved by diluting on-site—with careful control of the dilution method, rate and water/solution. Climatic Conditions Because of knowledge of the success of local projects, agency and supplier recommendations for surface and air temperature should be strictly followed. At least one project was delayed to avoid run-off of uncured materials by an imminent rain. Sanding Sanding on the 2006 projects showed an immediate increase in friction. (The manufacturers of some of the rejuvenator products recommend sanding because of an oily coating on aggregate surfaces. In this study, the rejuvenators did best when sanded after they were allowed to infiltrate the surface. The stiffer asphalt emulsions did better when the sand was applied before the emulsion was fully broken. Some of the manufacturers say that sanding is not needed, and that was the case in this study, especially on the chip seals and more open surfaces. The application rate and type of sand are also factors to be considered. When sand is applied, it is recommended that a high quality, crushed sand with adequate fine aggregate angularity (FAA) be used to give the desired friction numbers. The sand should also be sufficiently small to prevent damage to windshields and relatively dry to avoid slowing cure. For specifications, a saturated surface dry condition is probably the maximum amount of moisture that should be allowed. Loose sand can itself cause a loss in friction, so it should be broomed. Sand also creates clean-up problems for curb-and-gutter or other urban applications where surface water drains might be plugged. Hence, some agencies prefer sand be avoided. Sanding is not necessary for some products. The supplier's recommendations should be followed. 64
Lessons Learned How to Apply <strong>Seals</strong> Traffic control • Pilot car, slow speed until friction returns to acceptable level Test strip recommended • For correct application rate • For equipment calibration • For traffic-return time • For no friction or tracking surprises FHWA/FP 2 checklist • http://www.pavementpreservation.org/fogseals/Bibliography/FHWA-FPP_Fog_Seal_Checklist.pdf Traffic Control A test strip will be helpful in determining cure time and safe traffic return. Because of reduced friction and possible material tracking, strict traffic control with pilot cars is strongly recommended until the friction is at an acceptable level. The checklist is also available from the National Center for Pavement Preservation and from FHWA Office of Asset Management. 65
Page 1 and 2:
Foundation for Pavement Preservatio
Page 3 and 4:
Research Participants Acknowledgeme
Page 5 and 6:
An Effective Preservation Program
Page 7 and 8:
Fog Seal AEMA Definition: a light
Page 9 and 10:
CALTRANS MTAG: Rejuvenating Fog Sea
Page 11 and 12:
What do we know about Fog Seals? L
Page 13 and 14: Spray Applied Surface Seal : The Pr
Page 15 and 16: DOT Survey Why Fog Seal? Constructi
Page 17 and 18: DOT Survey Pavement Age When Fog Se
Page 19 and 20: Upper Midwest Experiences Nebraska
Page 21 and 22: Unsealed Shoulders 21
Page 23 and 24: MN shoulders: Shedding Light Rain 2
Page 25 and 26: MNDOT - Fog Sealing Chip Seals Ligh
Page 27 and 28: Fog Seals Reduce Snowplow Damage
Page 29 and 30: Fog Seals can reduce: •Moisture I
Page 31 and 32: Lessons Learned Why Fog? Improve Ag
Page 33 and 34: Lessons Learned Why Fog? Prevent Da
Page 35 and 36: Asphalt Oxidation Chemistry The Pro
Page 37 and 38: Asphalt Oxidation Chemistry The Mec
Page 39 and 40: Asphalt Durability Predicting Block
Page 41 and 42: ARIZONA VALIDATION SITE Constructed
Page 43 and 44: EFFECT OF PAVEMENT DEPTH ON AGED AS
Page 45 and 46: Increasing m-control with aging for
Page 47 and 48: Lessons Learned Fog Seal Product Se
Page 49 and 50: Test Section Locations AZ - US 87,
Page 51 and 52: Lessons Learned Fog Seal Where to U
Page 53 and 54: Lessons Learned Fog Seal Where NOT
Page 55 and 56: Lessons Learned Fog Seal How to Use
Page 57 and 58: Lessons Learned Fog Seal Emulsion P
Page 59 and 60: Lessons Learned Fog Seal over Chip
Page 61: Lessons Learned How to Apply Seals
Page 66 and 67: Lessons Learned Controlling Frictio
Page 68 and 69: Lessons Learned IFI (International
Page 70 and 71: Lessons Learned Pavement Permeabili
Page 72 and 73: Lessons Learned Fog Seal Emulsion I
Page 74 and 75: Lessons Learned Fog Seal Pavement F
Page 76 and 77: Lessons Learned Comparison of Frict
Page 78 and 79: Lessons Learned Fog Seal Binder Pro
Page 80 and 81: Rheology Testing of Field Samples G
Page 82 and 83: Permeabilities - MN 251 & OCR 112 1
Page 84 and 85: Permeabilities for AZ & CA 1 All da
Page 86 and 87: G*, Pa, 10 radians/sec, 64C Core Sl
Page 88 and 89: Fog Seal Low Temperature Mix Stiffn
Page 90 and 91: Lessons Learned Static Bending Test
Page 92 and 93: Asphalt Emulsion • Emulsion = A n
Page 94 and 95: Lessons Learned Fog Seal Emulsion P
Page 96 and 97: Field Observations Notes & photos
Page 98 and 99: Summary Findings Seals are particu
Page 100 and 101: Need for Improved Specifications fo
Page 102 and 103: Recommendations for Future Study N
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