Transportation Research Record 1713

Paper No. 00-0207

Asphalt Trackbed Technology Development

The First 20 Years
Jerry G. Rose, E. Ray Brown, and Monica L. Osborne
The evolution of hot-mix asphalt (HMA) trackbed technology is documented as presently practiced in the United States. Criteria used in
selecting sites for and the attendant benets of HMA trackbeds, based
on long-term performance evaluations, are discussed. Prevailing practices for selecting ideal HMA mix parameters, trackbed section designs,
and application procedures are described in detail. Primary attention is
directed at the underlayment procedure in which the HMA serves as
a premium subballast layer within the track structure to enhance the
support, waterproong, and connement properties of the subballast.
The roadbed or subgrade materials underlying the HMA mats maintain
near-optimum moisture content. The HMA appears to undergo little if
any weathering or deterioration in the trackbed environment. The
resultant benets are decreased maintenance costs, fewer slow orders,
fewer operational interferences, and improved operational efficiency of
the rail network overall.

Efforts in the United States to develop applications for hot-mix

asphalt (HMA) as a premium-quality integral trackbed material began
sporadically during the late 1960s (1). Interest was renewed during
the early 1980s, and since then the U.S. railway industry has been
selectively using HMA in the track structure as a support mat in place
of conventional all-granular subballast or geotextile (2). The common
term is underlayment because it is placed as a mat, usually 125 to
200 mm (5 to 8 in.) thick, to form a hardpan within the track structure
between the ballast and new subgrade or existing roadbed (Figures 1
and 2). This procedure represents little change from normal track construction practices; the HMA mat merely serves as an asphalt-bound
subballast in place of a granular subballast. Its primary use is for rehabilitating existing lines, particularly at special trackwork sites where
conventional all-granular systems have not performed satisfactorily.
Thousands of HMA underlayments have been placed over the past
20 years, and the pace is accelerating as long-term performance and
economic evaluations indicate their superior characteristics.
In recent years HMA has gained acceptance for numerous large
new construction projects. It has been chosen on the basis of geotechnical problems anticipated if conventional all-granular trackbeds
were used, or as a means to maximize the long-term performance of
trackbeds and the life of the track components.
Early efforts also were directed at developing a ballastless HMA
system (3), called overlayment, which involved placing an HMA
mat in a manner to that of an underlayment except no ballast was
used between the HMA mat and ties. Cribbing aggregate was placed
between and at the end of the ties to restrain track movement. The
J. G. Rose, Department of Civil Engineering, University of Kentucky, 261 Raymond
Building, Lexington, KY 40506-0281. E. R. Brown, National Center for Asphalt
Technology, Auburn University, 211 Ramsay, Auburn, AL 36849-5354. M. L.
Osborne, Department of Civil Engineering, University of Kentucky, 240 Raymond
Building, Lexington, KY 40506-0281.

overlayment system, also called a direct xation system, has not

gained favor with the U.S. railroad industry but is widely used in
Europe.
The site-specic benets provided by HMA underlayment that are
considered to impart ideal properties to the track system to maximize
operational efficiency, as determined by tests and observations over
the past 20 years (4, 5), are
A strengthened track support layer below the ballast to uniformly
distribute reduced pressures to the roadbed or subgrade;
A waterproofing layer and confinement to the underlying
roadbed that provides consistent load-carrying capability for track
structures, even on roadbeds of marginal quality;
An impermeable layer to divert water to side ditches and essentially eliminate roadbed or subgrade moisture uctuations, effectively
improving and maintaining underlying support;
A consistently high level of confinement for the ballast, so the
ballast can develop high shear strength and distribute pressures
uniformly;
A resilient layer between the ballast and roadbed to reduce the
likelihood of subgrade pumping without substantially increasing
track stiffness; and
An all-weather, uniformly stable surface for placing the ballast
and track superstructure.
Track sites deemed most appropriate for HMA underlayment are
those with heavy rail traffic where one or more of the following
conditions exist or are anticipated to exist:
Difficulty in establishing and maintaining a sufficiently strong
and stable hardpan to adequately support the ballast and track;
Difficulty in establishing and maintaining proper surface
drainage to convey surface water away from the track structure;
Difficulty in lowering the groundwater table to prevent weakening of track structure; and
Abnormally high impact stresses at joints, special trackworks,
bridge and tunnel approaches, or open track where track stiffness
changes abruptly.
Such areas are likely to exhibit rapid track contamination, excessive wear of track components, and difficulty in maintaining acceptable track geometric parameters. Maintenance costs become excessive to continue safe line speed operations, or slow orderswhich
reduce operating efficiencymust be imposed.

PREVAILING DESIGN PRACTICES

Recommended ideal HMA mix specications, trackbed section
designs, and application practices have steadily evolved over the

Paper No. 00-0207

Transportation Research Record 1713

FIGURE 1 Cross section of HMA trackbed. Typical HMA thicknesses range from 125 to
200 mm (5 to 8 in.). The predominate mat width is 3.7 m (12 ft). Normal ballast
thickness is 200 to 300 mm (8 to 12 in.).

years, reecting slight renements from initial recommendations (6).

Slight variations from the ideal mix designs and construction techniques are typical and do not appear to adversely affect HMA
trackbed performance.
The asphalt mix, which is considered to impart the ideal properties to the track structure, is a low-modulus (plastic) mix with design
air voids of 1 to 3 percent, which will easily compact to less than
5 percent in-place air voids. It has been accomplished by specifying
the local dense-graded highway base mix with a maximum aggregate
size of 25 to 37 mm (1.0 to 1.5 in.) and increasing the asphalt binder
content by about 0.5 percent above optimum for highway applications. This mix is easier to compact and obtain density. Rutting and
bleeding are not concerns in the insulated trackbed environment.
Suggested composition ranges for the slightly modied base mix
have been established (ASTM D3515). The binder should be an
AC-10 or AC-20 viscosity-grade or a Superpave performancegrade asphalt cement (such as PG 64-22) for the local area. Tables 1
and 2 contain design criteria for the HMA mix as recommended by
the Asphalt Institute (7).
The asphalt production facility should be able to produce a specication mix in the anticipated volume. The use of surge or storage silos
for the mix at the plant is preferred for large projects. The mix should

leave the plant at a temperature of approximately 150C (300F), and

the trucks should be covered to minimize temperature loss. Asphalt
mix production facilities that meet the local state transportation
department specications are preferred.
The predominate HMA mat width is 3.7 m (12 ft), which provides
for 0.5 m (1.5 ft) beyond the end of the ties. Mat widths are wider
under special trackwork, such as turnouts, to provide support under
the longer ties. The HMA mat should extend a distance of 7.5 to 30 m
(25 to 100 ft) beyond the ends of special trackwork, particularly road
crossings, to provide a transition so subsequent track surfacing operations and any impact that might ensue from track stiffness changes
will be beyond the special trackwork area.
The specied thickness for the HMA mat varies depending on the
quality of the roadbed or subgrade support, traffic loadings, and type
of installation. A mat 125 to 150 mm (5 to 6 in.) thick is usually specied for average conditions. For unusually poor roadbed support
conditions and high impact areas, a minimum thickness of 200 mm
(8 in.) is specied. Ballast thickness usually ranges from 200 to
300 mm (8 to 12 in.). The minimum values are slightly lower for
transit and light freight lines.
The roadbed should be reasonably well compacted, well drained,
and able to accommodate hauling and spreading equipment without excessive rutting or deformation. A slight crown or side slope
is desirable. Whether subsurface drainage or roadbed support improvements must be made before placing the HMA will depend on
site-specific conditions.
Quantities of HMA are based on a compacted density of 2240 kg/m3
(140 lb/ft3). For example, an HMA mat 150 mm (6 in.) thick that is
3.6 m (12 ft) wide will require 1.25 metric tons/track meter (0.42 tons/
track foot). If the cost of the HMA ranges from $33 to $55 per metric
ton ($30 to $50 per ton)depending on local conditions, access, and
project sizethe cost of this mat will range from $41 to $69 per track
meter ($13 to $21 per track foot).

TYPICAL INSTALLATION PRACTICES

New Construction

FIGURE 2 HMA underlayment trackbed with exposed HMA mat

before test core drilling. Ballast and track insulate the HMA from
temperature extremes and sunlight at a reduced oxygen level.

The construction of new rail lines and extensions, classication

yards, and intermodal terminals are ideal applications for HMA
underlayment. They usually are large paving projects with exposed
subgrades that are readily accessible by conventional asphalt paving
equipment for placing the HMA mat before placing the ballast and

Rose et al.

Paper No. 00- 0207

TABLE 1

Composition of Dense-Graded HMA Trackbed Paving Mix

track. Typical highway paving technology can be used for open

track (Figure 3). The large terminal shown in Figure 4 also used
highway paving equipment.

Maintenance and Rehabilitation

Prevailing Applications
The primary applications for HMA on U.S. railroads to date have
been the maintenance and rehabilitation of short sections of open
track and of special trackworklocations that had previously exhibited excessive maintenance costs to provide acceptable operating
performance. Conventional all-granular trackbeds had not provided
adequate support for the track so that it could maintain acceptable
geometric parameters for safe and efficient operations.
On many rail lines HMA underlayment is commonly used during
the rehabilitation or renewal of expensive special trackworks such as
railroad crossings (Figure 5) and crossovers and turnouts (switches).
These trackworks produce high impact stresses as the wheels are
diverted to an adjacent rail or have to jump gaps in the rail at the frog.
Historically, trackworks and underlying roadbeds in the immediate
area tended to deteriorate rapidly and required more maintenance
than adjacent sections of open track. The added support provided by
the HMA layer has improved performance and reduced maintenance
costs substantially (8).
HMA underlayment is also gaining favor as a method for rehabilitating tunnel oors by lling in low spots and providing a consistent prole for ditch lines, so that water does not collect in low
spots and soften the support. A more uniform support is obtained
while track drainage is improved, especially at tunnel portals.
HMA underlayment is quickly becoming the preferred practice for
the construction of new highway crossings (Figure 6) and the reha-

TABLE 2

bilitation of existing highway crossings. Its primary functions are to

provide a strong impermeable base to support loadings and to conne the ballast with a stiff but somewhat resilient base that will not
pump and settle, thus ensuring a smooth, long-lasting surface. The
performance of crossings containing HMA underlayment has been
excellent (5). Whereas it is impossible to accurately estimate how
many crossings have had an HMA underlayment installed during the
past 20 years, the number is probably in the thousands.
Several new and rehabilitated bridge approaches have incorporated HMA underlayments as a means to transition track stiffness
levels from the open trackbed to the deck. This method minimizes
impact stresses and subsequent track settlement. Usually a thicker
HMA section is placed next to the bridge and a thinner section is
used as a transitional medium to the existing all-granular trackbed.
The approaches to both open-deck and ballast-deck bridges exhibit
improved performance.

Installation Procedures
For existing lines, using present technology, the track rst must be
removed and the underlying material excavated to the desired grade.
Efforts are ongoing to develop equipment for placing HMA under a
raised track in conjunction with an undercutting operation so the
track will not have to be removed.
The depth of the excavation varies depending on the replacement
thickness of the HMA mat and ballast layer, subgrade condition, and
the desired height to raise the track (if any). The depth of the excavation below the bottom of existing ties will equal the sum of the
HMA and ballast thicknesses minus the height of track raise. It is
not desirable to excavate into good subgrade or hardpan to achieve
this depth. It is acceptable to use a thinner ballast or to raise the track
where possible to minimize the depth of excavation.

Asphalt Mixture Design Criteria for HMA Trackbeds: Marshall Method

Paper No. 00-0207

FIGURE 3 Placing HMA underlayment 150 mm (6 in.) thick on the

BNSF Railway mainline double-tracking project near Woodward,
Oklahoma.

FIGURE 4 HMA underlayment on the BNSF Railway Alliance Yard

near Ft. Worth, Texas.

FIGURE 5 HMA underlayment under a CSX / NS mainline crossing

at Fostoria, Ohio. This practice is becoming standard on many
railroads.

Transportation Research Record 1713

FIGURE 6 One of 108 highway crossings with HMA underlayment

on CSX in northern Indiana on the B&O double-tracking project.

The top of the HMA (bottom of ballast) should be at or above the

elevation of the adjacent side shoulders to provide positive drainage
away from the ballast, so it will not foul or degrade. In some situations, the shoulder may be lowered to achieve positive drainage
away from the track.
Subgrades of marginal quality should be excavated with tracktype loaders, dozers, and excavators. Rubber-tire equipment will
likely rut and pump marginal subgrade unless the passages are kept
to a minimum. Small riprap or a layer of crusher run rock, or both, can
be placed, if necessary, to improve the rmness of a soft roadbed,
thereby facilitating proper HMA placement and compaction.
The HMA mixture is hauled in dump trucks from the plant, which
in most areas is only a few miles away. For small projects, where
track time availability is limited, all the HMA should be on site
before the anticipated placement time. The placing operation should
be continuous because paving is usually delayed when trucks have
to make additional trips to the plant. At sites accessible by rubber-tire
trucks, the mix can be dumped directly into a standard highway paving machine for placing or dumped on grade and spread with a dozer
blade, loader bucket, or excavator bucket. For short sections and special trackwork, it is generally more economical and expeditious to
dump on grade and spread with on-site equipment.
At sites accessible only by rail, the HMA must be transloaded from
the highway truck to a hirail dump truck. The mix can be dumped into
a loader bucket for spreading or dumped on grade and spread with a
blade or bucket. Procedures selected for transporting and spreading
the mix should be expedient to minimize temperature loss.
The HMA mat is usually placed in 100-mm (4-in.) compacted
lifts, although lifts of 150 mm (6 in.) can be adequately compacted.
Compaction is best achieved with a standard steel-wheel vibratory
roller while the mix is between about 100C and 150C (212F and
302F). Other means of obtaining compaction can be applied to
small areas if a roller is not available. A well-compacted mat with
minimum air voids (less than 5 percent) is desirable but difficult
to achieve if the mix cools excessively before compaction, the
compaction is insufficient, or the underlying support is weak. A
compaction level of 95 percent of maximum density or higher is
desired.
Ideally, the top surface of the HMA should be slightly crowned
or sloped to one side to facilitate surface drainage. This shape is

Rose et al.

created by adjusting the screed on the paver or by tilting the blade

on the dozer.
After the HMA mat is compacted, the track can be either rebuilt
or dragged back onto the (still hot) underlayment. The use of rubbertire equipment is preferred, and a crane or hydraulic excavator can
be used to lift short panels and special trackwork. Snaking techniques are appropriate for longer sections of track. Adequate space
must be available to facilitate removal and replacement of the track
and to provide access for the HMA paving operations.
The ballast is distributed with conventional unloading and spreading equipment. When conditions permit (mainly when rehabilitating special trackwork), short sections should be preballasted to expedite installation. Ideally, the preballast should be compacted with
a vibratory roller so the track can be positioned at the desired elevation. The need to surface the track initially with mechanized
equipment can be eliminated or minimized by using the compacted
preballast procedure, unless the approaches have to be raised. The
track sections are usually lifted into place on the ballast layer because dragging the track will likely disturb the compacted ballast.
Additional ballast can be distributed with a loader or dropped from
ballast cars to ll the crib areas between the ties and to provide a
shoulder 0.15 to 0.45 m (6 to 18 in.) wide.

CHARACTERIZATION AND EVALUATION

OF TRACKBED MATERIALS
Studies have been conducted to ascertain the effects of long-term
exposure on the properties of the HMA and underlying roadbed or
subgrade materials in various trackbed environments. Nine HMA
trackbeds located in six different states, ranging in age from new
construction to 29 years old and having various HMA thicknesses
and trackbed support materials, were selected for the materials characterization studies. Previous materials characterization data were
available for ve of the trackbeds for comparison purposes. Seven
of the sites were on heavy tonnage and traffic mainlines. All sites
were on either CSX Transportation or BNSF Railway lines, and the
average age of the HMA was 12 years. The testing and evaluation
program is described in detail elsewhere (9).

Sampling Procedure
A procedure was selected to obtain samples from the trackbeds.
First the ballast was removed, then the HMA was core drilled to
obtain cores with diameters of 100 mm (4 in.) and 150 mm (6 in.).
Samples of the roadbed or subgrade directly under the HMA were
secured by auguring or other means and placed in sealed containers. Multiple cores and roadbed samples were obtained from several different locations at each test trackbed. Figure 7 depicts the
sampling process.

Testing Procedures
The roadbed or subgrade samples were subjected to various geotechnical tests in the geotechnical laboratories at the University of
Kentucky. The majority of the tests on the HMA mixtures and cores
were conducted at the National Center for Asphalt Technology at
Auburn University, Alabama. Additional assistance was provided
by the Asphalt Institute.

Paper No. 00- 0207

FIGURE 7 Core drilling operation to obtain HMA cores and

underlying roadbed or subgrade samples.

Geotechnical Tests and Evaluations

The initial testing phase involved in situ moisture content tests, grain
size analysis, and Atterberg limits tests, followed by soil classications by the Unied procedure. On the basis of the classications,
similar materials from a site were combined to accumulate samples
of sufficient size for subsequent standard Proctor moisture density
tests to determine optimum moisture content for maximum dry
density and for California bearing ratio (CBR) tests (10).
In situ moisture content tests were conducted on each sample. The
results varied widely depending on project location, reecting the
different particle sizes of the samples and the presence of highly
absorptive ne coal and cinders in the existing roadbeds. No sample appeared to be overly wet, or wet of optimum, based on initial
observations.
Two of the projects had in situ moisture tests taken during similar
coring operations on four previous occasions dating to the early 1980s
(data presented in Table 3). The Oklahoma City, Oklahoma, project
has a fairly consistent clay under the HMA; the range in moisture values was minimal. The Conway, Kentucky, project has the existing old
roadbed under the HMA, which is a highly variable mixture of large
ballast, small ballast, cinders, coal, and soil; the range in moisture values was very wide because of the variability of the material. The signicance of the data is that the average moisture contents of the materials underlying the HMA have remained essentially unchanged at
both sites over the 16- and 15-year periods, respectively, since the
HMA was placed.
The unied soil classications indicated a wide variation of materials under the HMA, primarily reecting project location. The materials ranged from granular old roadbeds to sands, silts, and clays.
As expected, all the materials except the clays were nonplastic. The
test projects were selected to include a wide variety of roadbed or
subgrade materials.
The standard Proctor moisture density test was conducted to determine the optimum moisture content for achieving maximum density.
The 12.5-mm (0.50-in.) material was used, which necessitated the
removal of +12.5 mm (0.50 in.) material from two samples.
Figure 8 is a comparison of the measured in situ moisture contents
and the optimum moisture contents obtained from the Proctor moisture density tests. The in situ moisture contents were very close to

Paper No. 00-0207

TABLE 3

Transportation Research Record 1713

Subgrade or Roadbed In-Place Moisture Tests (%) After Coring

optimum values except for two sites that had signicantly lower
in situ values due to a substantial proportion of coarse ballast-size
material. These ndings indicate that the roadbed or subgrade materials under the HMA mat can be considered for design purposes to
have prevailing moisture contents very near optimum for maximum
density. In addition, strength or bearing capacity values used in
design calculations should reect these values at optimum moisture
content. Common practice in designing a conventional all-granular
trackbed is to assume that the subgrade is in a soaked condition,
which for most soils is a weaker condition than when the soil is at
optimum moisture.
CBR specimens were prepared at moisture contents determined
from previous Proctor tests to be optimum for maximum density.
Specimens were tested immediately in the unsoaked condition. Companion specimens were soaked in water for 96 h before testing. Swell
and absorption values were calculated for the soaked specimens.

Results of the CBR tests were typical for the materials tested. For
example, the highest CBR, which was for a select river gravel used
as a subballast, was in the 50s. A select crushed stone product is considered to have a CBR of 100. The CBRs for the other roadbed or
subgrade materials ranged from average to very low for both soaked
and unsoaked conditions.
CBRs were signicantly lower for the soaked samples, particularly those that contained clay-sized material, which had values in
the low single digits. CBRs for unsoaked and soaked samples are
compared in Figure 9.
As noted previously, the in situ moisture contents for individual
samples were very close to those determined from the Proctor test to
be near optimum (Figure 8). Because the CBRs for unsoaked samples were derived from samples at optimum moisture contents and
the moisture contents of samples from under HMA trackbeds were
determined to be at or very near optimum, the CBRs for unsoaked

FIGURE 8 Relationship between measured in situ moisture contents and optimum moisture contents from the standard Proctor
compaction test for the roadbed or subgrade samples.

Rose et al.

FIGURE 9

Paper No. 00- 0207

Comparison of unsoaked and soaked CBR test values for the roadbed or subgrade samples.

samples are appropriate to use for structural design calculations.

Using the (lower) CBRs for soaked samples would result in conservative overdesign. The preceding statements are not necessarily
applicable to the open all-granular trackbeds, which are prone to variable moisture content depending on the amount of rainfall and surface drainage conditions as well as corresponding variations in support strength. The roadbed or subgrade materials underlying the
HMA mats had moisture contents near optimum, and long-term monitoring at two sites indicates that near-optimum moisture conditions
are maintained for indenite periods.

HMA Mixture and Core Tests and Analysis

The HMA cores were initially subjected to density and voids analyses as well as resilient and dynamic modulus tests. Subsequently, the
asphalt cement (binder) was extracted from the mixture to determine
the binder content of the mix, aggregate size and gradation, and
penetration and viscosity of the recovered binder.
Table 4 contains test results on the HMA cores and on the extracted aggregate and recovered asphalt cement (binder) for the
three projects with prior tests and long service. The most recent test
results are listed in the right-most column under each project location. The signicance of the prior tests is particularly noteworthy,
because the trend in the properties and weathering characteristics of
the HMA layers can be evaluated over a period of time.

The extraction test results indicated dense-graded base mixes

with a maximum size of 25 mm (1 in.) and were basically in conformance with the guidelines presented in Tables 1 and 2. No specic changes in aggregate gradations or asphalt binder contents were
evident, or expected, over the period studied.
Penetration, absolute viscosity, and kinematic viscosity tests on
recovered asphalt binder from one trackbed (Raton, New Mexico,
site) indicated no signicant hardening of the asphalt binder, even
after 29 years. Sites with multiple prior tests (Conway, Kentucky,
and Oklahoma City, Oklahoma, Yard) revealed similar ndings after
15 and 16 years, respectively.
When asphalt binders oxidize and harden over a period of time,
the penetration values tend to decrease and the viscosity values tend
to increase. Neither trend was evident, largely due to two factors.
First, the surface of the HMA is typically submerged 500 mm
(20 in.) from the surface (atmosphere) by the ballast or tie cribs and
the ballast below the ties. The lack of sunlight and reduced oxygen
largely negate normal weathering that occurs in exposed highway
pavements.
Second, the range in temperature extremes to which the HMA
mat is subjected from summer to winter is signicantly smaller in
the insulated trackbed than in exposed highway pavements. This
information, initially developed during 1982 tests in Kentucky
from buried thermistors and reported previously (4), is reproduced
in Table 5. Notice that the temperature ranges are slightly wider for
the overlayment section, which has no ballast under the tiesonly

Paper No. 00-0207

TABLE 4

Transportation Research Record 1713

Mix Extraction Tests and Core Analyses from HMA Trackbeds

cribbing ballastand thus less insulation than the underlayment

section. Additional tests during 1995 at two underlayment sites
(also reported in Table 5) conrmed the previous tests.
Tests on the HMA cores included density and voids analyses as
well as dynamic and resilient modulus tests. The air voids were typically higher than desirable for most of the sites; however, they have
not adversely affected the weathering characteristics or the overall
performance of the HMA sections. Average air voids for each site

TABLE 5

were less than the 8 percent maximum usually believed to represent

the upper limit to provide an impermeable HMA layer.
The industry standard dynamic and resilient modulus tests were
used to measure the modulus of elasticity of the HMA cores. In both
tests, repeated loads were applied to a cylindrical specimen, and the
displacements were measured. The values, reported in Table 4, were
measured under uniaxial compression loading for the dynamic modulus and under indirect tensile loading for the resilient modulus.

Temperature Range from Winter to Summer in Trackbed Environment a

Rose et al.

Tests were conducted at two standard temperatures that represent the

nominal lowest [5C (41F)] and highest [25C (77F)] temperatures
that the HMA experiences in the insulated trackbed environment.
Values were typically several orders of magnitude higher at the
lower temperature, which is normal for a viscoelastic, thermoplastic material and is characteristic of the asphalt binders in the mixes.
At low temperatures, HMA stiffens, as reected in higher modulus
(or stiffness) values. At high temperatures, HMA becomes less stiff.
Obviously, for HMA highway environments, in which HMA is
exposed to great temperature extremes, the stiffness differences
from winter to summer are signicantly greater than those in the
insulated trackbed.
The measured modulus values were reasonably consistent for the
various sites. The HMA mixes varied in asphalt content, density,
aggregate gradation, and binder properties from site to site, which
can be expected to produce differences in modulus values. However, these variations were minimal. The signicant factor is that the
values are typical for new, unweathered mixes that do not exhibit
fatigue and cracking (hence, low values) or hardening or weathering of the binder (hence, high values). The values are intermediate
in magnitude, even after many years of loading and weathering in
the trackbed. The HMA appears to undergo little if any weathering
or deterioration in the trackbed environment.

CONCLUSIONS
On the basis of the ndings and analyses of the research reported
herein, HMA underlayments installed in conformance with the basic
design and construction practices also reported should provide
extremely long service as a premium subballast to properly support
railroad tracks. No deterioration of HMA is evident after many years
of heavy traffic under widely varying conditions. The moisture
content of roadbeds under the HMA mats remain near optimum for
the specic materials, resulting in strong and durable supports.
Furthermore, the observed performance of thousands of HMA
underlayment trackbed systems conrms the positive attributes of
the HMA layer: a strengthened track support layer, an impermeable
waterproong layer, a conning layer for the ballast and underlying
roadbed, a long-life resilient layer, and a uniformly stable working
platform for track support.
Although not specically addressed herein, ancillary benets of a
long-lasting premium HMA subballast support material for railroad
tracks include increased strength, decreased abrasion, and increased
life of the ballast; decreased wear and improved fatigue life of the
ties, rail, and premium-priced track components such as special
trackworks; a consistent level of track stiffness (modulus) designed
for optimum performance; reduced maintenance activities and asso-

Paper No. 00- 0207

ciated track closures; and improved adherence to track geometric

parameters. All of these benets contribute to achieving efficient
operation of the rail transportation system.

ACKNOWLEDGMENTS
Numerous railroad companies have participated in this ongoing
research and development endeavor. CSX Transportation and the
BNSF Railway are particularly commended for their assistance and
support. In addition, CSX Transportation has provided substantial
nancial assistance through the University of Kentucky to support
several graduate students for Railroad Engineering Studies as well
as funds to support materials characterization studies at the National
Center for Asphalt Technology at Auburn University and at the
Asphalt Institute.

REFERENCES
1. Rose, J. G., C. Lin, and V. P. Drnevich. Hot Mix Asphalt for Railroad
TrackbedsConstruction, Performance and Overview. Proc., Association of Asphalt Paving Technologists Technical Session, Vol. 53, 1984,
pp. 1950.
2. Brown, E. R. Use of Hot Mix Asphalt (HMA) in Railroad Construction.
Proc., Roadbed Stabilization and Ballast Symposium, AREMA, Ypsilanti,
Mich., 1998.
3. Rose, J. G., et al. Hot Mix Asphalt Railroad Trackbed Construction and
Performance. Research Report QIP 104-7/83, National Asphalt Pavement
Assoc., 1983.
4. Rose, J. G., and M. J. Hensley. Performance of Hot-Mix-Asphalt Railway Trackbeds. In Transportation Research Record 1300, TRB, National
Research Council, Washington, D.C., 1991, pp. 3544.
5. Rose, J. G. Long-Term Performances, Tests and Evaluations of Asphalt
Trackbeds. Presented at the AREMA Technical Conference, Chicago,
Ill., 1998.
6. Kiefer, A. S. Use of Hot Mix Asphalt in Maintenance and Track Construction. Proc., Roadbed Stabilization and Ballast Symposium, AREMA,
Ypsilanti, Mich., 1998.
7. Asphalt Institute. Hot Mix Asphalt for Quality Railroad and Transit
Trackbeds. Information Series IS-137, Lexington, Ky., 1998.
8. Rose, J. G. Turnout Rehabilitation with Bituminous Concrete Underlayments. In Transportation Research Record 1341, TRB, National
Research Council, Washington, D.C., 1992, pp. 7582.
9. Rose, J. G. Hot Mix Asphalt Trackbeds: Proven Performance for the
Future. Presented at the 44th Annual Convention of the National Asphalt
Pavement Association, San Diego, Calif., 1999.
10. Osborne, M. L. Geotechnical Analysis of Subgrade/Roadbed Materials
Below Asphalt Underlayment Systems on Railroad Trackbeds. Research
Report for MSCE degree, Department of Civil Engineering, University
of Kentucky, Lexington, 1998.
Publication of this paper sponsored by Committee on Railroad Track Structure
System Design.