All roads will wear, and need repairs during its life. Common sense indicates that the more traffic that it handles the faster it will require attention. What an individual needs to be aware of is that a road can break down by different degrees. In some cases it is just a case that the upper surface has been worn smooth, or complete asphalt resurfacing might be needed. The amount of damage will indicate what remedial action is necessary.
In cases where the surface has become polished due to the passage of traffic, it could potentially affect a vehicles braking. This could possibly lead to a fatality during inclement weather. To overcome this just the upper surface might require redressing. However if the road is approaching it's finite life it could be more cost effective to rebuild the whole carriage way.
For anyone who has been told that it just a matter of putting down a new layer has sadly been misled. Just putting down a new layer on top of what is already there, can alter the effectiveness of existing drainage. Another point for consideration is that if this road will be closed for repairs, the traffic will have to be diverted elsewhere. Once this has been thought out then the primary survey can be initiated, this is to discern the depth of work needed.
Should it be deemed necessary that the whole road needs attention a work crew has to come along and lower any utility service covers. This will allow the road scouring equipment to carry out their operations without causing any damage to the utility covers. The road is scoured down to the substrate level, or a uniformly solid level. The dust, and rubble will then have to be removed before any other work can continue.
When the substrate layer is all clear a tack coat is applied. This is normally a black sticky mixture which is sprayed directly onto the substrate layer. This will prevent the substrate layer breaking up into a powder, and will also provide a good binding medium for the new surface to adhere to.
The work-crews can now replace the utility inspection plates to their original height. This will ensure that they will sit level with the newly laid surface. If they sat above a road level they would pose a hazard and make for an uncomfortable transit across the new road. If it is sunken then it will collect, and hold, water during wet weather.
With all of the previous operations complete the new road surface can be laid down. Depending on the volume of traffic which normally uses that stretch of road, will decide which type of mix will be poured. For a road which normally sees a lot of traffic then a hot mix will be poured. The pouring temperature of this mix is over 150 degrees Centigrade. This means that it is hot enough and will be free flowing.
Once the new surface has cooled a further protective coating can be spread and subsequently the road markings can be applied. Traffic needs to be kept off of the new surface for at least 24 hours to allow it to fully harden. This is basically how asphalt resurfacing is achieved, and perhaps it is not as simple as people might think.
In cases where the surface has become polished due to the passage of traffic, it could potentially affect a vehicles braking. This could possibly lead to a fatality during inclement weather. To overcome this just the upper surface might require redressing. However if the road is approaching it's finite life it could be more cost effective to rebuild the whole carriage way.
For anyone who has been told that it just a matter of putting down a new layer has sadly been misled. Just putting down a new layer on top of what is already there, can alter the effectiveness of existing drainage. Another point for consideration is that if this road will be closed for repairs, the traffic will have to be diverted elsewhere. Once this has been thought out then the primary survey can be initiated, this is to discern the depth of work needed.
Should it be deemed necessary that the whole road needs attention a work crew has to come along and lower any utility service covers. This will allow the road scouring equipment to carry out their operations without causing any damage to the utility covers. The road is scoured down to the substrate level, or a uniformly solid level. The dust, and rubble will then have to be removed before any other work can continue.
When the substrate layer is all clear a tack coat is applied. This is normally a black sticky mixture which is sprayed directly onto the substrate layer. This will prevent the substrate layer breaking up into a powder, and will also provide a good binding medium for the new surface to adhere to.
The work-crews can now replace the utility inspection plates to their original height. This will ensure that they will sit level with the newly laid surface. If they sat above a road level they would pose a hazard and make for an uncomfortable transit across the new road. If it is sunken then it will collect, and hold, water during wet weather.
With all of the previous operations complete the new road surface can be laid down. Depending on the volume of traffic which normally uses that stretch of road, will decide which type of mix will be poured. For a road which normally sees a lot of traffic then a hot mix will be poured. The pouring temperature of this mix is over 150 degrees Centigrade. This means that it is hot enough and will be free flowing.
Once the new surface has cooled a further protective coating can be spread and subsequently the road markings can be applied. Traffic needs to be kept off of the new surface for at least 24 hours to allow it to fully harden. This is basically how asphalt resurfacing is achieved, and perhaps it is not as simple as people might think.
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