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Author: Robert Hill Publisher: ISBN: Category : Asphalt emulsion Languages : en Pages : 10
Book Description
Full depth reclamation (FDR) is a pavement structure rehabilitation technique that uses in-place material to build structural capacity of a roadway. By mixing together 8-12 in. of pavement structure with a binding agent, a higher structural capacity can be achieved. However, there is often a period of time prior to the binding agent fully curing where traffic is released to the FDR before a surface course is applied. In this research, five laboratory testing devices attempted to quantify how asphalt cement based FDR builds resistance to raveling during this traffic. Four in-house designed and built testing devices were compared to the existing cold in-place recycling raveling test. Factors explored during evaluation included curing time (0-48 h), binding agent (asphalt emulsion and asphalt foam), and curing condition (ambient temperature and 40°C). In general, all five testing devices showed a decrease in potential raveling with longer curing times using an asphalt emulsion binding agent at ambient curing temperatures. Asphalt emulsion FDR showed higher resistance to raveling than asphalt foam FDR at ambient curing temperatures, but curing at 40°C did not give conclusive evidence on resistance to raveling versus ambient curing temperatures. Finally, this testing was applied in the laboratory to give a general indication of the performance of each testing device; therefore, the testing devices need to be taken into the field to verify these initial laboratory findings and to begin building correlations between the lab test results and actual raveling susceptibility in the field.
Author: Robert Hill Publisher: ISBN: Category : Asphalt emulsion Languages : en Pages : 10
Book Description
Full depth reclamation (FDR) is a pavement structure rehabilitation technique that uses in-place material to build structural capacity of a roadway. By mixing together 8-12 in. of pavement structure with a binding agent, a higher structural capacity can be achieved. However, there is often a period of time prior to the binding agent fully curing where traffic is released to the FDR before a surface course is applied. In this research, five laboratory testing devices attempted to quantify how asphalt cement based FDR builds resistance to raveling during this traffic. Four in-house designed and built testing devices were compared to the existing cold in-place recycling raveling test. Factors explored during evaluation included curing time (0-48 h), binding agent (asphalt emulsion and asphalt foam), and curing condition (ambient temperature and 40°C). In general, all five testing devices showed a decrease in potential raveling with longer curing times using an asphalt emulsion binding agent at ambient curing temperatures. Asphalt emulsion FDR showed higher resistance to raveling than asphalt foam FDR at ambient curing temperatures, but curing at 40°C did not give conclusive evidence on resistance to raveling versus ambient curing temperatures. Finally, this testing was applied in the laboratory to give a general indication of the performance of each testing device; therefore, the testing devices need to be taken into the field to verify these initial laboratory findings and to begin building correlations between the lab test results and actual raveling susceptibility in the field.
Author: Robert Benjamin Hill Publisher: ISBN: 9781303057618 Category : Pavements, Asphalt Languages : en Pages : 274
Book Description
Full-Depth Reclamation (FDR) is a cost-effective rehabilitation treatment for deteriorated pavements. However, when using asphalt emulsion based rehabilitation techniques one of the most challenging aspects of FDR is determining when traffic can be returned to the rehabilitated pavement surface. Since asphalt emulsion mixtures need ample time for curing, they cannot be sealed with a surface layer until the water has evaporated from the rehabilitated layer. It is often not possible to keep the road closed until all of the water has evaporated and the surface layer is placed, therefore, at some point the traffic needs to be returned to the rehabilitated surface. Determining when this point occurs, however, is still unclear. A laboratory raveling test run on Superpave Gyratory Compactor prepared samples simulates the raveling that can occur on the newly recycled pavement, and will be used in conjunction with inexpensive, simple tests that can be used in the field by agencies and contractors to determine if traffic can be released without causing damage to the rehabilitated pavement surface. Three mix designs were analyzed and used in conjunction to produce the emulsion and foam samples used in the testing. An optimum emulsion content was found and used to produce all of the samples. Based on a review of literature and an evaluation of practicality, four tests are recommended to be modeled for field use: British Pendulum Tester, Dynamic Friction Tester, a field-scale cohesiometer, and a rebound tester. The in-house testers were put through numerous tests on asphalt emulsion and asphalt foam samples. It was decided that of all of the testers, the one that showed the most potential was the Sweep Tester. Alterations to improve the devices were stated after all of the testing was completed.
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: David Robert Luhr Publisher: ISBN: 9780893122478 Category : Pavements, Asphalt Languages : en Pages : 15
Book Description
Full-depth reclamation (FDR) is a roadway rehabilitation process that recycles the materials from deteriorated asphalt pavement, and, with the addition of portland cement, creates a new stabilized base. This guide to FDR discusses its applications, benefits, design, construction, and testing.
Author: Chase Aaron Henrichs Publisher: ISBN: 9781321693843 Category : Civil engineering Languages : en Pages : 114
Book Description
Full depth reclamation (FDR) is a flexible pavement recycling technique that has not been explored in the state of Arkansas. FDR is unique in that it incorporates the entire flexible pavement section as well as a predetermined portion of the underlying base and sub-base materials with a stabilizer to create a new, stronger stabilized base course. Common stabilization techniques include the addition of asphalt emulsion, asphalt foam, or cement. Using the North Carolina emulsion FDR mix design, the Wirtgen foam FDR mix design, and the Portland Cement Association cement FDR mix design, field materials from four Arkansas highways in the Fayetteville Shale and Brown Dense Shale areas were gathered and used to produced laboratory stabilized FDR samples to determine the potential future use of these mix designs in Arkansas. Initial testing to determine mix properties were performed, which included determination of gradation, Atterberg limits, and sand equivalency testing. Optimal stabilizer contents were determined using the indirect tensile strength test for asphalt emulsion and asphalt foam stabilization and the unconfined compressive strength test was used for the cement stabilized samples. Once the mix designs were validated and optimal contents were determined, performance testing began on new samples produced at optimal stabilization contents from two of the highways to determine material characteristics and to determine if the performance tests are valid for use with FDR materials. For the asphalt emulsion and asphalt foam samples, performance testing included dynamic modulus in indirect tension mode, creep compliance, semi-circular bend, and indirect tensile strength. The cement stabilized samples were tested using the tube suction test and the semi-circular bend test. Results indicated dynamic modulus is a viable testing indicator for rutting and low temperature cracking, while creep compliance may not be suitable for FDR materials. The semi-circular bend test indicated that it is a testing option when using asphalt stabilized materials but another option may be needed for cement stabilization. The indirect tensile strength and tube suction tests are quantifiable moisture susceptibility tests that worked well with the FDR materials.
Author: Blnd Jasim Othman Publisher: ISBN: Category : Languages : en Pages : 278
Book Description
Full depth reclamation (FDR) is apavement repair method that uses in-place milling and recycling of existing asphalt to rehabilitate roads. The FDR process includes milling the existing pavement, blending the crushed pavement with underlying aggregate materials and chemical stabilizing agents to create a new stabilized base course. Usually a thin wearing course in placed on top of the stabilized base. The purpose of this research was to investigate the effects of a combination stabilizing agents added to different blends of reclaimed asphalt pavement (RAP) and high quality limerock aggregate base material on the strength and creep of blended materials. Strength and deformation of the blends were evaluated using the California Bearing Ratio (CBR), modified Marshall, and one-dimensional oedometer creep tests. Blends of RAP and limerock base were blended with Portland cements and asphalt emulsion in varying proportions. Blends in this study were prepared at 0%, 25%, 50%, 75%, and 100% RAP by weight. Specimen mixtures consisted of25, 50, and 75 percent RAP stabilized with 0.0, 0.5, 1.0, 1.5, and 2.0 percent Type I/Il Portland cement and 0,0, 0.5, .1.0, 1.5, and 2.0 percent Cationic Asphalt Emulsion (CSS-1H) by weight. The 0% RAP samples were controls of pure limerock aggregate; 100% RAP samples were controls of pure RAP. The objective of these projects was to obtain baseline data and to evaluate stabilizing, curing and testing techniques for chemically stabilized specimens. Increasing RAP content decreased the strength and increased the deflection of blends. For blends without chemical stabilization, only the 25% RAP/75% Iimerock blend achieved an average soaked CBR over 80. For chemically stabilized blends, increasing cement content always increased strength and decreased deflection. Asphalt emulsion stabilized blends showed peak strength (CBR and Marshall Stability) at 1% and 1.5% emulsion for 50% and 25% RAP blends. A very good correlation was found between soaked CBR and soaked Marshall stability with an average R2 of 0.73.
Author: Koral Buch Publisher: ISBN: 9781658413886 Category : Languages : en Pages :
Book Description
Emerging sustainability concerns, along with economic benefits, have pushed the pavement industry to perform pavement recycling. Full-depth reclamation (FDR) is a common cold in-place flexible pavement rehabilitation technique used by The California Department of Transportation (Caltrans) since 2001. Although FDR is an accepted practice in the United States, mechanistic-empirical (M-E) performance models based on field data and laboratory tests have not yet been developed by any agency. This research offers an M-E fatigue damage model for FDR with portland cement (FDR-PC) and FDR with foamed asphalt and portland cement (FDR-FA). Accelerated testing sections for FDR-PC and FDR-FA were constructed and subjected to Heavy Vehicle Simulator loading with different load levels. A master curve equation was developed for each section based on the asphaltic master curve equation with backcalculated data. The data were collected in the field by falling weight deflectometer (FWD) and road surface deflectometer (RSD) and in a laboratory by resilient modulus testing on extracted field cores. Backcalculation of layer stiffness values after various amounts of load repetitions was done using the FWD and RSD data with the constrained extended Kalman filter, and the results were validated. A damage curve was fitted for each load level, and the pavement critical responses were examined. Then, an M-E fatigue damage model was calibrated for each section. The master curve equations and the fatigue damage models were found to be reliable, hence, will be implemented in CalME, the flexible pavement design software used by Caltrans. The option to design an FDR pavement with software has the potential to increase the use of the FDR recycling technique worldwide, thereby, positively impacting the environment and the economy, and aligning with the pavement industry's sustainability goals.
Author: Eskedil Abebaw Melese Publisher: ISBN: Category : Languages : en Pages :
Book Description
According to a recent report, 16.4% of Canadian roads are in a poor or very poor condition. This means 146,255 km of the Canadian roads are either unfit for service or are approaching the end of their service life. The roads in these conditions require immediate action to restore their serviceability. One of the plausible techniques that could be applied to restore the serviceability of roads in poor or very poor conditions is full-depth reclamation (FDR). Full depth reclamation is a type of pavement cold in-place recycling in which the existing old and deteriorated pavement is pulverised, treated with appropriate stabilizer and compacted to form a strong base layer. In Canada, the stabilizers commonly used in the FDR process are asphalt emulsions, foamed asphalt, and Portland cement. Hydraulic road binders (HRB), however, are alternative cementitious stabilizers that can be used in full-depth reclamation process with some better attributes than Portland cement. The main objectives of this research are characterisation and impact assessment of fully reclaimed pavement materials treated with HRB. The study was conducted in the form of comparative assessment by using reclaimed materials treated with General Use (GU) cement as control mixes. Four types of reclaimed materials and four types of cementitious binders, including GU cement, were used to make sixteen different mixes. Characterisation and performance tests were conducted to understand the behaviour of the mixtures under static and dynamic loadings. Besides, life-cycle assessment was conducted to investigate the environmental impacts of the different cementitious binders. The findings of the study indicate that HRB, of the type used in the study, can be used in full-depth reclamation process without compromising the strength and durability of the mixtures. However, not all HRB substantially reduce the environmental impacts and energy requirements. Among the binders used in the study, the HRB with the lowest C/S ratio can significantly reduce the global warming potential.
Author: Robert Hill
Author: Robert Hill
Author: Paulo Pereira
Author: Robert Benjamin Hill
Author: Sadie Casillas
Author: David Robert Luhr
Author: Chase Aaron Henrichs
Author: Blnd Jasim Othman
Author: Koral Buch
Author: Asphalt Institute
Author: Eskedil Abebaw Melese