Sir i going sir you company

No, that is not recommended.

Greg, Spraying straight asphalt has many bonuses, but as you mentioned, some hazards. I foresee a day when the tack truck will be able to apply a void-reducing membrane on the longitudinal joint simultaneously with the tack on the remaining mainline. A single application temperature would be needed for a two-material system. The key to operating at those elevated temperatures is keeping the temperatures at the minimum needed to have the pumpability of your materials while not clogging your nozzles. Second is maintenance to your system including the nozzles. Keep them free flowing so we can keep the pressures at the minimum needed for proper application. Thank you for doing a great job and please be safe out there!!! -Marshall

Good question... They were spraying at 50% of the typical rate so that we could clearly show the distinguishing features of the tack prior to breaking and setting. When they finished they had the unpaved areas properly coated at a rate on the high end of the specification.

Ryan, not at all as long as you can keep the tack clear of foreign debris. I have been on a job where we were required to tack in advance on an airport runway, and after the crews left, airport maintenance crews mowed a nearby field and tumble weeds covered the entire mat. It heavily delayed the paving operations while the surface was cleaned and retacked.

@@MarshallKlinefelter youre awesome! Thanks for the response. Great video!

Do a roadtec course, it's a similar method to what they recommend. You shouldn't pinch a join more that a half drum of a roller. Basically what you have done is push the material out of the join. It might look mickey mouse, if you pinch, but if your goal is joint compaction, that's how you achieve it.

My boss would be screaming with that much overlap. RAKE IT IN. NOW

The guy who taught me to roll said “when it comes to paving, everybody’s right and you’re wrong” 🤣🤣🤣

​@@awarootsyep

👍🛣️👍🔥

Wry comment.

Glad you enjoyed it

I hate the distributor

I have uploaded a brochure for you.: drive.google.com/file/d/1EmUG3FVg3pEVz_ED9qa7O8X7a0L3c2gG/view?usp=sharing 504.03.08 Joints. Construct joints as directed and as follows: (a) Stagger longitudinal and transverse joints in successive courses so that one is not directly above the other. (b) Stagger transverse joints by the length of the paver. (c) Stagger longitudinal joints at least 6 in. and arrange so that the longitudinal joint in the top course is within 6 in. of the line dividing the traffic lanes. (d) Construct joints in a manner that provides a continuous bond between the old and new surfaces. (e) Overlap the existing pavement 1 in. to 1.5 in. when constructing longitudinal joints adjacent to existing asphalt pavements. (f) The initial longitudinal roller pass shall be on the uncompacted hot mat and 6 in. to 1 ft from the joint. The successive roller pass shall compact the overlapped material and the 6 in. to 1 ft material simultaneously. (g) Apply tack coat to joints as directed. Cut back the edge of the existing pavement for its full depth at transverse joints when placing a surface course, and apply tack coat material as directed. (h) Apply tack coat to all contact surfaces before placing the mix against curbs, gutters, headers, manholes, etc.

White means busted agrigate!

You have to use the equipment at your disposal. Your method will work as well as long as you have adequate uniform coverage of a good product.

Congratulations. This is a very important job that normally gets very little credit. Take pride in your work and help make a great road. Send me a picture of your work. [email protected]

@@ks5739 Well whenever possible it's ideal to close at least of highway and run staggered pavers all hot lapped it is like one paver pass edge of shoulder to edge of shoulder. but when you cant like you said, last pass down the middle allows rakers and rollers to rake and roll cold joint, pushing traffic out on both outside lanes giving you enough room to do your job. Plus whether it's an invert or crown? the lanes are paved staggered from where those lanes will be striped you dont want the track line of vehicles running down the lane joints will unravel in a short time. Kyle what state are you in? and you do mostly commercial and industrial paving?

@@dennisbrown6502 Canada - parking lots, cul de sac, residential - never highway

Can you send this information too my number please man 9564017541

Agreed, that white is smashed aggregate so you no longer have 100% bitumen coverage on your aggregate and you have created a finer gradation.... two specs that have always been deemed critical design. Better solution is use a joint heater. Operating cost less than 10 cents per foot as per contractors.

If you pinch the join first, you have basically pushed the mix that needs to be in the join out. You can pinch the join later if required. I always pave a stone width over the join,. The crushed stone has shown in studies to provide better join and pavement life. It's less likely to absorb water as a open join, under compacted join, that can happen from pinching.

George Bartholomew Thank you George. I appreciate it.

Thank you. I am working on correcting it. You can start at the beginning by clicking on the time line.

Their way will give you an ascetically pleasing joint, but it will not last as long as a joint that has more material forced into a confined area first and then compacted with the force of the roller exerted on the slightly raised area. Put on a hard hat and win your argument!!!

@@k80greendeamon Same as above ,I cringe when I see guys with 20 yrs experience rolling joints first.

How are you re-compacting the cold edge that is 4-6% less compacted as per AI? FAA says to cut off this edge, What density do you get on the cold edge by this method? The white line is just smashed aggregate that is not covered with bitumen. We supply a joint heater that allows you to re-heat and re-compact the cold edge, the cheapest way to get recompacted density on the cold edge

if its a cold joint? rolling 6 inches away will in most cases push mix over onto to cold mat, depending on factors, depth, vibrating, and tonnage of breakdown roller, i have seen most times if it does not pushes mix over joint, it will leave a drum edge line that wont roll out it will fold over, now are first breakdown rollers are pneumatic or rubber tire and rolled 6 inches from cold joint works perfectly.

Now factors making it a pain in the ass, is inspectors (State) not letting the roller operators do what they know, in over 40 years ive seen just about everything.

Yes, Guillermo, they were using a Troxler 4640-B Surface Thin Layer Density Gauge for QC monitoring. The density acceptance parameters use only cores taken from the final roadway and maximum specific gravities from behind the paver samples. Looking at data from SMA jobs across MD, the average is in the 95+ % of MSG.

Thank you very much marshall. regards

The state requirements are not different for SMA based upon production methods. The same criteria apply: MIX TOLERANCES PHYSICAL PROPERTIES VCA* Mix, % Less than VCAdrc VMA, % 18.0 min. VTM, % 3.5 Ndesign Gyrations 100 Draindown, % max 0.3 Stabilizer, by weight of total mix, % 0.2 - 0.4 *VCA - voids in coarse aggregate. The mix was not modified other than fibers were not used, Evotherm M1 was used and the production temperatures were reduced to approximately 285°F.

And you too. I appreciate your efforts in keeping our country safe be being in the military and by helping make safe, durable, cost effective roads.