Fog Seal Treatments can be a valuable aid to renew weathered asphalt surfaces while also improving the appearance of the surface.
A fog seal is a single application, typically light, of emulsified asphalt to an existing asphalt road surface. This type of maintenance treatment can be a valuable aid to renew weathered (oxidized) asphalt surfaces, improve the surface appearance, seal minor cracks and surface voids, and inhibit raveling.
On July 29th a fog seal project took place in Morgan County, Indiana. The pictures in this article are from that project.
Hours of Operation: Monday-Friday, 6:30am – 3:30pm
Office: 574-267-5076
History:
This plant was originally located in Columbia City and was owned by Bituminous Materials and moved to Warsaw in 1975. The Warsaw plant has been part of the AMI family since 2009.
Products:
We provide different emulsion products out of this facility including non-tracking and polymer modified.
Fun Facts:
Truck & Rail access
We’re Here for Your Roads:
At AMI, our dedicated team of experts are ready and available to help meet all your construction and materials needs. We specialize in asphalt emulsions, polymer modified binders, cold mix, asphalt emulsion seal coat base, crack sealants and more. With our talented laboratory technicians and hard-working plant staff, creating the highest quality asphalt emulsion products is our number one priority. We provide the finest asphalt materials within our customer’s budgets, specifications and time frame without sacrificing quality. We keep you up to date on the latest practices and materials, so you don’t miss a beat when it comes to your roads.
Let’s Talk About Your Project:
Our products are customized to fit your needs. View our featured products by application below. Then get in touch with us. We are more than happy to answer any questions that arise for your next road project. https://asphalt-materials.com/products/
Our customers know they can rely on us for their superior road solutions. If you have general questions about products, customization, locations, etc. reach out to our Warsaw team today for your road repair and maintenance needs.
“This research helps to confirm the direction the department has taken with recent changes to longitudinal joint specifications.”
– Project Manager Dan Kopacz, WisDOT
How to Create Better Longitudinal Joints?
The longitudinal joint is the Achilles’ heel of every paved road. Road managers know the first part of the pavement to fail is the longitudinal joint. As the road’s most permeable part, this joint is susceptible to the elements, especially with their inherently lower density. Air and water work down through this unavoidable seam in the pavement causing the joint to deteriorate, crack, and pothole. And when the longitudinal joint fails, the rest of the road soon follows — triggering the need for even more maintenance and costly repairs.
Spring is finally here, and that means construction season is underway! As we all know, construction zones can be extremely dangerous places for both drivers and workers. That’s exactly why the Virginia Department of Transportation (VDOT) hosts its annual National Work Zone Awareness Week (NWZAW), this year from April 11-15. The weeklong campaign is designed to raise awareness of the dangers of work zones and encourage drivers to use extra caution when driving through any.
Many states are looking for methods to improve longitudinal joint performance of their pavements, since these joints often fail before the rest of the surface. With the inherently lower density at the longitudinal joints we often see pavements fail by cracking, raveling, and potholing. Lower density is synonymous with higher air voids which leads to premature failure of pavements due to the intrusion of air and water. Studies have shown that longitudinal joints in pavements are often the weakest areas of a road. (1)
A picture of a pavement’s longitudinal joint with significant damage.
Several state DOTs (Department of Transportation) are now using a materials approach to seal the longitudinal joint region by filling these air voids with asphalt content from the bottom up.
The materials approach is referred to as VRAM(2), a Void Reducing Asphalt Membrane. VRAM is a highly polymer-modified asphalt cement that is placed at the location of a longitudinal joint before paving. As mix is paved over it, the VRAM melts and migrates up into voids in the low-density mix, making the mix impermeable to moisture while sealing the longitudinal joint itself.
Think of this materials approach and application as putting VRAM down first (asphalt content), to fill air voids in the HMA mat, AFTER the HMA has been placed. This is the innovative nature and chemistry of VRAM and why it has been helping roads last longer in more than 20 states in the United States.
This particular project covers 10,560 feet in Calumet County, Wisconsin from US 151 to Honeymoon Hills Road.
Illinois Department of Transportation (IDOT) test pavements were evaluated after 12 years and found to have longitudinal joints that exhibited significantly better performance than the control joint sections and were in similar or better condition than the rest of the pavement. Laboratory testing of cores showed decreased permeability and increased crack resistance of mix near joints with VRAM as compared with similar mix without VRAM. The life extension of the joint area is approximately 3–5 years, and the benefit is calculated to be three to five times the initial cost.
You will note the test section (above the white line) does not have VRAM, while the section below did use VRAM. This is 15 years AFTER the VRAM was placed under the HMA at time of construction.
This project’s VRAM application began at 8:05pm with ProTack operating the 05-distributor shooting from the driver’s side. They started at address N3362 in the eastbound lane. Ambient temperature was 61F and existing pavement was 80F. ProTack applied a straight and consistent line throughout the project. VRAM width was measured with an average of 18 inches. (3)
An 18 inch application of VRAM.
The paving crew started at 11:40. Paving equipment consisted of a Volvo P7170B paver, Sakai SW850-II – 12-ton breakdown roller and a Volvo DD25B-5-ton finish roller. Width was 12 feet. Mix temp was 275F under the screed.
HMA is placed over the VRAM. The heat and pressure of the HMA cause the VRAM material to migrate upwards 50-75% into the HMA, filling voids with asphalt content.
J-Band® is a VRAM product from Asphalt Materials, Inc. and was created in the labs of the Heritage Research Group.
J-Band has been helping roads last longer since 2002. VRAM has been used in 20 states and the District of Columbia.
Notes:
Materials Approach to Improving Asphalt Pavement Longitudinal Joint Performance. National Academy of Sciences: Transportation Research Board 2021 Article: https://doi.org/10.1177/03611981211044451
Editor’s Notes: VRAM, Void Reducing Asphalt Membrane is referred to in Illinois as LJS, Longitudinal Joint Sealant.
Depending on the situation VRAM can be sprayed at different width’s. This article notes 18” which is a typical application width for centerline applications.
Keywords: Infrastructure, Void Reducing Asphalt Material, Longitudinal Joints, J-Band, binder specifications, pavements, design and rehabilitation of asphalt pavements, asphalt, construction, asphalt pavement construction and rehabilitation, materials, binders, Asphalt Materials, The Heritage Group, Milestone, HC&M, Heritage Research Labs.
During the 2016 construction season a new method of longitudinal joint construction was specified in Illinois. This new method is a materials approach and is referred to as VRAM(2), a Void Reducing Asphalt Membrane. Applying VRAM at the time of construction helps fill the pavement voids, thus reducing the permeability in this most critical area.
As part of their evaluation, DuPage County ensured that test cores were taken on different joint constructions, such as VRAM and joint heater. DCT, I-FIT, density, and asphalt binder grading tests were performed to compare the different joint construction methods. The report summarized that the addition of the VRAM contributes to a more durable joint by partially filling the joint and adjacent mat air voids. The joint will be much less permeable and less likely to allow water infiltration.
Cationic Emulsions are made up of three major classifications of emulsion grades: rapid-setting, medium-setting, and slow-setting. The terms “rapid,” “medium,” and “slow” relate to the amount of time it takes for the emulsion to cure and the amount of mixing that can be performed before the emulsion breaks. Emulsions that allow for the longest mixing times generally take the longest to cure, while emulsions that allow for very little mixing time are those that set and cure most rapidly.
Chemical surface-active agents, serving as emulsifiers, are classified by the electrochemical charge that is attained when they dissociate in a water solution. In the case of cationic emulsions, the chemical charge is positive. The chemical type and quantity of surface-active agents used in the manufacturing process governs the properties of the emulsion and in what applications the resulting asphalt emulsion can be used.
As many people know, Asphalt Materials, Inc. is made up of a large family of companies. One of these companies, Bituminous Material and Supply, with plant locations in Tama and Des Moines, Iowa, was approached by Denco Construction regarding an interest in using scrub seal in Iowa. This is an emulsion seal that is not often seen in Iowa. A scrub seal is an application that is very similar to a chip seal treatment. The only difference is that the asphalt distributor pulls a broom sled that houses a series of brooms placed at different angles. These brooms guide or “scrub” the emulsion into cracks to help ensure the road’s surface is sealed.
Testing
The scrub seal is a process by which asphalt emulsion is applied to a pavement surface by an asphalt distributor. The emulsion is scrubbed into the cracks and voids with a broom before a layer of aggregate is applied over the asphalt. The scrub seal is then rolled with a pneumatic tire roller and is usually ready for controlled traffic in 1 hour or less. The scrub seal process is intended to rejuvenate dry, oxidized, and cracked asphalt pavements in lieu of a micro-surfacing, chip seal or asphalt overlay. This process was tested on roads that interested counties offered as a demo. Below, you’ll find images that were taken during the testing process.
Results
The evaluation of the demo roads showed success, and Bituminous is now focused on sand applications. Denco Construction purchased a sand spreader during the winter season to fulfill the county’s request.
According to Chris Aldama, Plant Manager at Bituminous, “It’s still a pretty fresh process. Denco was able to take approximately 10,000 gallons at the end of June, but needs to make adjustments on sand suppliers. Once sand quality is finalized, I’m confident in the long term success in this area and beyond.”
To learn more about the process, feel free to watch this video:
H.G. Meigs was a proud sponsor again this year at WCHA Highway Conference in Wisconsin Dells at the Chula Vista Resort on June 7 – 9, 2021.
Ken Schakelman Regional Sales Manager of H.G. Meigs notes that, ‘The Wisconsin County Highway Association is a very unique association. Unlike any other in the nation. First of all, they have been around for over 100 years and they represent the 72 county highway departments in Wisconsin in a variety of ways. The highway departments in Wisconsin act independently from the state DOT. Some may even produce asphalt, have full construction capabilities, crushing operations, you name it. It is very unique to my knowledge from other states. Also, since H.G. Meigs has been serving Wisconsin agencies and associations since 1935, we are extremely proud of our long-standing, long-term relationship with WCHA. In addition to our production capabilities, we often partner on items like education, helping with new products and new processes.’
Wisconsin’s 72 counties play a significant role in the state’s transportation system. The Wisconsin County Highway Association (WCHA) is responsible for the construction and maintenance of the 19,700 mile County Trunk Highway System, as well as maintenance of the 11,800 mile State Trunk Highway System and Interstate System under the oversight of the Wisconsin Department of Transportation. Conference attendees included Highway Commissioners, Highway Committee Officials, Engineers, Associate Members, WisDOT Officials, and spouses/guests representing all areas of the state.
This event presents an excellent opportunity to promote any current or new products, equipment and services offered by various organizations. To learn more about WCHA’s representation of Wisconsin’s 72 County Highway and Public Works Departments, click here.
‘H.G. Meigs is a staunch supporter of the WCHA. Along with our booth display and our annual breakfast that feeds 300-400 people, we work with the WCHA in a variety of ways. You can see a breakfast we sponsored in early 2020 in the above photo.”
AMI is committed to changing the standard in the asphalt industry. Our companies strive to implement new processes, ideas, services, and products with the goal of creating a more effective solution to your road construction projects. Our dedication to quality often results in improving roads through the process of pavement rehabilitation. Each project contains different conditions and construction histories which may alter the approach to conducting pavement rehabilitation, but there are several processes that can be utilized upon reviewing a pavement individually. In general, pavement rehabilitation is suited for pavement in the C, D and F pavement condition zones. This article will address how and when each process is used.
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