Please use this identifier to cite or link to this item: https://hdl.handle.net/11681/12739
Title: Material utilization in Military Pavement Systems (MUMPS) Program, FY 95
Authors: Lynch, Larry N.
Rollings, Marian P.
Freeman, Reed B.
Newman, J. Kent.
Ahlrich, Randy C.
Keywords: Asphalt binders
Material characterization
Asphalt modifiers
Polymer modification
Hot mix asphalt pavements
Hot mix asphalt
Asphalt concrete
Pavement additives
Runways
Airfields
Military bases
Roads
Publisher: Geotechnical Laboratory (U.S.)
Engineer Research and Development Center (U.S.)
Series/Report no.: Technical report (U.S. Army Engineer Waterways Experiment Station) ; GL-97-5.
Description: Technical Report
Abstract: The Department of Defense (DOD) approved a Tri-Service Civil Engineering Science and Technology Plan that included the subarea of "Airfields and Pavements." The impetus of this research was to sustain and extend the life of DOD pavements. The Department of the Army (DA) pavement system consists of approximately 676 million square yards of pavements and annual maintenance expenditures of approximately $124 million. TheDA pavement system includes approximately 46,000 miles (74,230 km) of roadways (comparable in size to the Interstate system), 2,500 miles (4,023 km) of rail which is comparable in size to the Amtrak system, and approximately 150 airfields. It has been estimated that increasing the service life of a pavement by 1 year will reduce maintenance costs by 20 percent and construction costs by 10 percent. Currently, it costs approximately $2.5M to reconstruct a 10,000-ft runway using asphalt concrete. A 1-year extension in the service life would provide a $250K savings in construction costs alone, not including maintenance costs and the costs of relocating the mission during the reconstruction. If the service life was extended by 5 years, the construction cost savings would increase to $1.2M. This would be a savings totaling almost half of the initial reconstruction cost. As each runway at the 150 locations were reconstructed, the savings would rapidly increase and could reach approximately $180M. This figure only includes one runway at each location. It does not include additional runways, taxiways, or parking apron pavements. If these pavements were included, the savings would exceed $824M for the Department of the Army alone. The major pavement distress area for DOD airfield pavements, as determined by a Tri-Service selection committee, was durability related distresses in asphalt pavements. Based on this major distress area and the original objectives described in HR 103-516 (which was the impetus for this research), the project objectives were to: develop a methodology based on laboratory testing that can quantify the improved resistance of asphalt pavements to durability distresses resulting from binder modification, provide current practice information of new or manufactured and waste or by-product materials used as modifiers and/or fillers in asphalt pavements, provide technical recommendations on requirements to advance from the conclusions of this research to the original objectives outlined in HR 103-516. The generalized approach to achieve the objectives included: obtaining two different asphalt cements and four different modifiers for laboratory evaluation including unaged and aged binder testing and unaged and aged mixture testing; and determining the current industry practice involving asphalt binder modification through a market survey and literature review. The general conclusions from the MUMPS research program were: (a.) Significant strides were made in this project toward developing the methodology required to develop a simplified process (as compared to the current process used in military construction) to evaluate materials and technologies thus allowing the use of new and innovative materials and technologies in military pavement construction projects. (b.) The recyclability of an HMA pavement containing a waste material or modifier must be determined before allowing widespread use of that particular material in HMA. (c.) The use of a waste material or modifier in an HMA must be based on engineering, economic, and environmental factors, not legislated mandates. (d.) The incorporation of a waste material or modifier into an HMA pavement must not adversely affect the performance of the pavement and preferably should enhance pavement performance. (e.) Conventional binder and HMA tests have limited usefulness when evaluating modified binders and modified HMA due to their empiricism. (f.) The highway industry is adopting SHRP binder testing criteria for use in HMA construction projects. These criteria may not be directly applicable to airfield pavements because of their unique load requirements (in the past, highway mix design methods and criteria have required modification before they could be used for airfield applications). (g.) The predominate concern in relation to military airfield HMA pavements is durability related distresses. Note: This file is large. Allow your browser several minutes to download the file.
URI: http://hdl.handle.net/11681/12739
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