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Author: Erica Ann Yeung Publisher: ISBN: Category : Asphalt emulsion mixtures Languages : en Pages : 122
Book Description
Cold in-place recycling (CIR) is a process that takes three to four inches of existing pavement surface and reuses 100% of it by milling and crushing it, adding asphalt emulsions and/or additives to it, before placing and re-compacting it. There is currently very little research regarding the interaction between the crushed aggregate and asphalt emulsion during the CIR process. In this study, the interactions between the combinations of crushed aggregates and asphalt emulsions were investigated along with select compaction metrics and a raveling performance test. The three types of aggregates included coated limestone, recycled asphalt pavement (RAP), and coated syenite. The two types of emulsifiers included a commodity and a proprietary one. The compaction metrics explored the compaction behavior of CIR and the raveling test is a standard test that evaluates a mixture's resistance to raveling under initial traffic. The results of this project indicated crushing aggregate and waiting between one hour to one day before mixing can be more optimal for easier compactibility than crushing and mixing immediately or waiting one week later. Not only were the results seen in the compaction metrics, but in the raveling test as well.
Author: Erica Ann Yeung Publisher: ISBN: Category : Asphalt emulsion mixtures Languages : en Pages : 122
Book Description
Cold in-place recycling (CIR) is a process that takes three to four inches of existing pavement surface and reuses 100% of it by milling and crushing it, adding asphalt emulsions and/or additives to it, before placing and re-compacting it. There is currently very little research regarding the interaction between the crushed aggregate and asphalt emulsion during the CIR process. In this study, the interactions between the combinations of crushed aggregates and asphalt emulsions were investigated along with select compaction metrics and a raveling performance test. The three types of aggregates included coated limestone, recycled asphalt pavement (RAP), and coated syenite. The two types of emulsifiers included a commodity and a proprietary one. The compaction metrics explored the compaction behavior of CIR and the raveling test is a standard test that evaluates a mixture's resistance to raveling under initial traffic. The results of this project indicated crushing aggregate and waiting between one hour to one day before mixing can be more optimal for easier compactibility than crushing and mixing immediately or waiting one week later. Not only were the results seen in the compaction metrics, but in the raveling test as well.
Author: Sadie Casillas Publisher: ISBN: Category : Languages : en Pages : 388
Book Description
To maximize the life and quality of a pavement, proper maintenance and rehabilitation are essential. Strategies for pavement rehabilitation with many sustainable benefits are pavement recycling. This dissertation focuses on two types of in-situ pavement recycling: Cold in-place recycling (CIR) stabilized with asphalt emulsion and full depth reclamation (FDR) stabilized with asphalt emulsion or foamed asphalt. One white paper (Chapter 2), two accepted peer reviewed journal articles (Chapters 3 and 4), and one submitted peer reviewed journal article (Chapter 5) are presented in this document to create better understanding of the unique material characterization of asphalt emulsion cold recycled materials, along with factors which influence characterization, pertaining to the measurement of workability, compactability, and cohesion gain. In Chapter 2, a detailed review of the progression of mix design procedures for unbound granular materials (UGM), fully bound hot mix asphalt (HMA), and semi-bound asphalt emulsion CIR is presented to establish the current state of mix design for each material type and identify ways the design of asphalt emulsion CIR could become more engineered rather than empirical. Recommendations included development of additional guidance on use of active and inert fillers, a methodology to account for workability and compactability during mix design, curing procedures which more closely mimic conditions in the field to improve cohesion gain, and a procedure for determination of optimum water content. In Chapter 3, a study was conducted to evaluate different laboratory compaction methods for compaction of asphalt emulsion and foamed asphalt FDR. Both the Proctor hammer, typically used for UGM, and the Superpave Gyratory Compactor (SGC), typically used for HMA, were compared by evaluating densities, tensile strengths, and compaction metrics of FDR samples produced using each method. The modified Proctor hammer produced samples with the highest dry unit weights; however, samples produced using the SGC had higher tensile strengths, indicating compaction method affects material properties. Chapter 4 evaluates different test methods and equipment commonly available in asphalt laboratories for ability to quantify workability, compactability, and cohesion gain of asphalt emulsion CIR by measuring differences in performance due to changes in laboratory curing conditions. Cure temperature was found to have a more significant influence on test results than cure time. SGC metrics were recommended for quantifying workability and compactability. The direct shear test showed promise for quantifying cohesion gain. Finally, Chapter 5 measured effects of various sample fabrication factors on measurement of workability, compactability, and cohesion gain in order to address open questions associated with asphalt emulsion CIR laboratory procedures. Curing temperature most significantly influenced workability and compactability; while cohesion gain was more significantly influenced by mixing temperature and specimen test temperature. The direct shear test again showed promise for measuring cohesion gain of asphalt emulsion CIR. Therefore, a draft specification for this test method was prepared and is included as an appendix of this dissertation. A singular test method for quantifying workability and compactability for asphalt emulsion CIR has not yet been identified due to multiple mechanisms at play during mixing and compaction stages for this material.
Author: Publisher: ISBN: Category : Languages : en Pages :
Book Description
Cold in-place asphalt recycling has been shown to be a technically sound, cost-effective, environmentally friendly method of strengthening and maintaining a wide range of deteriorating asphalt pavements. The overall process combines testing and mix design procedures, milling, processing and mixing units with microprocessor control of emulsion addition, compaction, placement of a wearing surface and quality assurance testing. It has been shown, in laboratory work and a number of Ontario projects the past four years, that modification of the cold in-place process to incorporate new aggregate results in an improved recycled binder course with closer voids and stability control, addressing observed conventional cold in-place asphalt recycling problems such as: high residual asphalt cement content (flushing); tine mix (high percent passing 4.75 mm and 75 pm); rutting (low initial stability with emulsion system); and adequacy of in-place material thickness. Structural equivalency factors for cold in-place recycled asphalt compared to conventional binder course hot-mix asphalt have been developed. Resilient properties of laboratory and field samples have been determined with the Nottingham Asphalt Tester (NAT) and used in standard mechanistic design programs such as BISAR. Future applications of modified cold in-place asphalt recycling to improve flexible pavements will undoubtedly include airports, which will require consideration of special features such as operational constraints. For the covering abstract of this conference see IRRD number 872978.
Author: Publisher: ISBN: Category : Pavements Languages : en Pages : 54
Book Description
The responsibility of Task Force No. 38 was defined to be as follows: The Task Force would address the cold processing of reclaimed asphalt pavement (RAP) with or without additional additives and/or aggregates to create a rehabilitated component of the pavement structure. This report contains information on the cold recycling process, project selection and assessment, cold recycled mixture and pavement structural design, quality control and testing, guidelines for construction specifications and definitions of terms.
Author: Janki Bhavsar Publisher: ISBN: Category : Languages : en Pages : 134
Book Description
Cold Mix Asphalt (CMA) is used in several rehabilitation techniques, which uses 100% Reclaimed Asphalt Pavement (RAP), thus making it a sustainable product in the industry. Using CMA for rehabilitation decreases the energy consumption and greenhouse gas emissions. In Ontario, it has been implemented over the past 17 years. There are two main techniques used for CMA: Cold In-Place Recycling (CIR) and Cold In-Place Recycling with Expanded Asphalt Mixture (CIREAM). It is necessary to determine the performance of these techniques in order to determine the age of the pavement and expand their applications. There is a lack of laboratory and field performance information in Ontario for these two techniques. Thus, in this study, laboratory investigation was carried out to establish and compare the material performance of CIR and CIREAM. In addition, a field study was conducted which involved the evaluation of several road sections which have used CIR and CIREAM techniques. For this project, the test material was collected from road sections in Ontario, thus, this study was focused on CIR and CIREAM applications in Ontario and tests were based on standards followed by the province. Although the study was conducted for Ontario, the methodology may be applied outside of Ontario with similar climate conditions. However, the results would vary based on the type of material used. The laboratory study included testing for the overall stiffness, tensile strength, and fatigue behavior of the test samples to simulate their long-term performance. RAP was extracted from southern and northern parts of Ontario to make the test samples. A curing duration test was conducted using the dynamic modulus test apparatus. This test was done to determine a curing time of CIR samples in the laboratory which provided the best stiffness. For the stiffness test, sample mixes were constructed with varying percentages of asphalt cement (AC). From these mixes, the best performing mix was chosen based on its workability, rutting resistance and overall stiffness. The fatigue and tensile strength tests were conducted using the optimal mix chosen from the stiffness test and the samples were cured according to the results from the curing duration test. From the curing duration test, it was concluded that curing the CIR samples for 14 days after compaction gave a higher stiffness to the mix. For the CIR mixes using southern Ontario RAP, the mix with 3.2%AC performed well in comparison to the other mixes. The CIREAM mixes with varying percentages of AC had an overall similar performance. The fatigue testing showed that both CIR and CIREAM samples had similar fatigue resistance. The TSRST tests showed that CIR samples exhibited more shrinkage in comparison to CIREAM and they had higher tensile stresses at failure. The dynamic modulus testing of the CIR samples using northern Ontario RAP showed no statistically significant differences between the mixes. The gradation of the RAP used had a large impact on the stiffness and workability of the sample mixes and their performance. The field study included road sections with varying roadway and pavement attributes. Data was collected from various municipalities which included the City of Waterloo, County of Peterborough, Region of Northumberland, York Region, Haldimand County, County of Perth, County of Wellington, and the united counties of Stormont, Dundas and Glengarry, along with the Ministry of Transportation Ontario (MTO). This data highlighted the limits of all road sections which had implemented CIR or CIREAM within the municipalities. Approximately 200 road sections were identified which had used CIR or CIREAM techniques. These sections were visually inspected in three different municipalities; specifically the City of Waterloo, Perth County, and the united counties of Stormont, Dundas and Glengarry. From the visual inspections large amounts of deteriorations were observed where greater number of trucks, poor drainage and low speeds were prevalent. Field data evaluation showed no significant effect on physical condition, PCI or rut depth of the roadway due to age, AADT or AADTT, respectively. To date, these techniques are used on low volume roadways but there is also an opportunity to expand to higher volume roadways to promote sustainable use of recycled asphalt. These techniques are sustainable due to their use of 100% recycled aggregates and low energy consumption. Thus, by closing the research gap on their performance information, it would help broaden their application.
Author: Stephen A. Cross Publisher: ISBN: Category : Fly ash Languages : en Pages : 16
Book Description
The Kansas Department of Transportation (KDOT) uses cold in-place recycling (CIR) for approximately 120 to 160 km of pavement a year as a part of its 1-R maintenance program. Originally KDOT used asphalt emulsions as the additive in CIR mixtures, but on the basis of performance concerns it currently uses type C fly ash. Recent research indicates that the use of CIR with asphalt emulsion and hydrated lime, introduced as hot slurry, provides improved performance. KDOT constructed two test sections on US-283 using type C fly ash and cationic slow set (CSS-1) with hot lime slurry. Samples of the materials were obtained and laboratory evaluations undertaken to evaluate the performance of CIR with hot lime slurry. Two additional mixing grade asphalt emulsions, cationic medium set (CMS-1) and high float (HFE-150), were evaluated as well. Laboratory samples were tested for tensile strength, moisture sensitivity, and resilient modulus. Laboratory compacted samples were tested for rutting resistance and moisture damage by using the asphalt pavement analyzer (Georgia rut tester). Results indicate that the use of hot lime slurry resulted in an improvement in material properties that affect the performance of CIR pavements, regardless of the emulsion used, and that CIR with hot lime slurry could be an alternative to the use of type C fly ash.
Author: Erica Ann Yeung
Author: Erica Ann Yeung
Author: Sadie Casillas
Author: Todd V. Scholz
Author: 
Author: Donna S. Harmelink
Author: Maghsoud Tahmoressi
Author: 
Author: Janki Bhavsar
Author: Stephen A. Cross
Author: Todd V. Scholz