Showing papers on "Rubberized asphalt published in 2001"

Utilization of crumb rubber in asphaltic concrete mixtures - south carolina's experience

Abstract: South Carolina's legislature passed the SC Solid Waste Policy and Management Act of 1991 which requires the South Carolina Department of Transportation (SC DOT) to investigate the use of certain waste products (e.g., tires) in various aspects of highway construction. SC DOT has been conducting several research projects utilizing crumb tires in asphalt mixtures since 1991. To this date, there have been five rubberized asphalt projects constructed in the State. One of these projects was the dry process (PlusRide), three were constructed using the wet process, and one project was the trickle method. This paper reports on the mix design process, construction procedures and problems, and field testing procedures. The size of these projects ranged from 1,360 to 11,200 metric tons of rubberized asphalt mix. The newly established Rubber Asphalt Technology Service (ARTS) at Clemson University is also discussed. For the covering abstract see ITRD E109255.

Establishment of an asphalt rubber technology service (arts)

Abstract: This paper reports on several issues involved with rubberized asphalt mixtures and actual field projects which used crumb rubber modifiers constructed in South Carolina. Also, the newly developed Asphalt Rubber Technology Service (ARTS) is described. This program will provide coordination, technology transfer, training workshops, information services, special project administration, research, and a forum for sharing lessons learned.

Ventilable composite waterproof and corrosionproof layer and its execution method

Abstract: PROBLEM TO BE SOLVED: To provide a waterproof and corrosionproof layer in which there is no swell and peeling by dehydrating or deaerating water and steam generated in an interlayer in addition to crack following properties as the merit of a conventional rubberized asphalt waterproof layer and toughness, heavy walkability, weather resistance, abrasion resistance and high waterproofness and corrosionproofness as the merits of the layer of a soft FRP breathable type composite waterproof and corrosionproof layer. SOLUTION: The above-mentioned problem is solved by introducing steam and water existing in the interlayer to a deaerating cylinder and discharging them to the outside by partially bonding bonding sections onto the top face and underside of the rubberized asphalt layer. COPYRIGHT: (C)2003,JPO

The method of waterproof make use of polyester sheet improved on waterproof functional

Abstract: PURPOSE: A polyester improved waterproof sheet and a method for waterproofing by using thereof are provided to supply chemical stability, solvent resistance and heat resistance without reinforcing extra main tools and materials by composing a rubberized asphalt layer on a face of a heavy weight polyester non-woven fabric. CONSTITUTION: In the polyester improved waterproof sheet and a method for waterproofing by using thereof, a rubberized asphalt waterproof layer(2), a compound reinforced layer(3), an applied film waterproof layer(4), an applied film protecting material(5), an asphalt adhesive waterproof layer(6) and a concrete ground layer(7) are included. The asphalt adhesive waterproof layer(6) is formed on the concrete ground layer(7). An improved waterproof sheet is sticked on the asphalt adhesive waterproof layer(6). And then the compound reinforced layer(3) is formed by applying water-soluble emulsion and Portland cement. The applied film waterproof layer(4) is formed by applying polyurethane or elastic applied film waterproof material after forming a sticked layer and the applied film protecting material(5) is applied on it.

Rubber pavements : a caltrans success story

Abstract: The California Department of Transportation (Caltrans) is one of the leaders in putting old tires to new uses, having recycled more than 1.2 million in 2000. One potential area they can be used is rubberized asphalt. The article describes the techniques Caltrans has developed to gauge the thicknesses needed, and the equivalencies for rubber- treated pavement. Common uses are as friction courses and in urban pavement renewal projects with service lives of 40 years. Thin asphalt overlays work well in rubberized asphalt concrete projects. Three other approaches that Caltrans is investigating are: friction courses with higher binder content; tire modified asphalt concrete (MAC-10TR); and Rubber Modified (RUM)-AC, dry process pavement.

Joint Parapet treatment of Asphalt sheet waterproofing system

Abstract: PURPOSE: A connection joint structure and a parapet finishing structure of rubberized asphalt sheet waterproof material is provided to increase workability and to reduce defect and to accomplish a complete waterproof treatment. CONSTITUTION: The joint structure comprises a rubberized asphalt sheet(11) attached to a base area(5) at a constant space; a hot melt asphalt(12) filled into a gap formed by the space; a reinforcing fabric(13) placed on the hot melt asphalt; and another hot melt asphalt layer(12) over the reinforcing fabric(13). The parapet finishing structure comprises a rubberized asphalt sheet(11) positioned and spaced from a parapet; a hot melt asphalt(12) filled into a gap formed by the space; a rubberized asphalt tape attached to the sheet(11), the asphalt(11) and the parapet. The parapet finishing structure has further a waterproof layer over the parapet and the asphalt tape.

Overview of long-term, multiple pavement type, tire / road noise study

Abstract: INTRODUCTION The Volpe Center Acoustics Facility, in support of the California Department of Transportation (Caltrans), has begun a five-year study to assess several types of pavement for the purpose of noise abatement. On Highway 138 in Southern California (a desert area about 20 miles west of Lancaster), a 6.4-kilometer (4-mi) stretch of roadway has been chosen as the site for pavement overlays. A preliminary measurement program determined that the existing pavement on this roadway was highly irregular and in need of repair. As such, this stretch of Highway 138 will first be treated with a leveling course in order to have uniform base pavement, after which 4 or 5 different types of pavement will be overlaid in long sections, the shortest being 0.4 km (0.25 mi). The leveling course will be dense-graded asphalt concrete (DGAC), and the pavement types for the overlays are expected to include open-graded asphalt concrete (OGAC) with varying depths, rubberized asphalt concrete (RAC), and bonded wearing course (BWC). The overlay sections are referred to as the test sections. Two sections of the uniform base will remain untouched without any overlays; these sections are referred to as the reference sections. Two times a year for 5 years, data will be collected in all test sections and the reference sections simultaneously. A base or reference set of measurements will be performed after the leveling course; all subsequent measurements will be performed after the overlays are in place. Microphones will be deployed in multiple configurations, the set-up dependent on the section. One position common to all sections is 15.2 m (50 ft) from the center of the near travel lane with the microphone at a height of 1.5 m (5 ft). In addition to acoustical data collection, meteorological data, traffic composition and speed data, and ground impedance data will also be acquired. All data will be analyzed, including comparisons between the test sections and reference sections and possible degradation of individual sections over time. If a particular pavement performs well in terms of both noise and safety, it may be selected for use throughout California as a noise abatement tool.