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Jothi Ramanujam
BSc(Eng)(Hons), MSc, MIEAust, MICE, RPEQ
Jason Jones
BEng(Civil)(Hons), MTech(Pavements)
Abstract
Michael Janosevic
Senior Advisor (Seals & Granular)
56
Introduction
Pavement stabilisation
57
58
Construction process
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2 Quicklime is calcium oxide. When quicklime is mixed with water (slaked) a chemical reaction occurs which creates calcium hydroxide traditionally
called slaked lime, hydrated lime, or pickling lime. Slaked lime is highly alkaline.
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Figure 5. Spreading and mixing of hydrated lime using the direct injection system
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Construction considerations
Experience has shown that successful outcomes will
occur if the following practical considerations are
implemented:
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Material properties
25
20
15
10
5
0
0
2.0 2.5
60
55
50
45
40
35
30
25
20
15
3.0 3.5 4.0
Bitumen
Typically both bitumen and lime are used in foamed
bitumen stabilisation. Usually 3% to 4% bitumen and
1.0 to 1.5% quicklime is adopted for most projects.
Class 170 bitumen is the preferred bitumen for foamed
bitumen stabilisation. A foaming agent must be added to
the bitumen to enhance the bitumen foaming properties.
Typically 0.5% foaming agent is required to achieve the
desired foaming properties.
Half life
Figure 7. Moisture content vs. expansion ratio and half-life for foamed bitumen (1)
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Lime
Cost
Cost $/m2
15
18
22
Material grading
26.5
2.36
0.075
Plasticity index
100
85
20
Maximum 10%
Design
Material classification
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Initial
modulus1
(MPa)
Minimum cured
modulus3
(MPa)
Minimum soaked
modulus4
(MPa)
Minimum
retained
modulus ratio5
< 100
100 1000
> 1000
500
700
7002
2500
3000
4000
1500
1800
2000
40%
45%
50%
Samples initially cured at 25oC for 3 hours prior to initial modulus testing
Recommend wheel tracker testing be completed to confirm curing time required
3
Samples cured at 40oC for 3 days prior to cured modulus testing
4
Cured modulus test samples conditioned in a water bath under vacuum for 10 minutes prior to testing
5
Retained modulus ratio = soaked modulus / cured modulus
2
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WAMPT (oC)1
Temperature
correction
factor
25
30
35
40
1
WAMPT = Weighted annual mean pavement temperature
1.0
0.9
0.8
0.7
Observed Performance
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Site 3
Site 4
Site 1
Site 2
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Figure 15. Fatigue cracking of the Inglewood foamed bitumen stabilised pavement
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Top
4,871
2,241
0.46
Middle
2,530
423
0.17
Bottom
2,329
321
0.14
Dry modulus
MPa top
4,400
Dry modulus
MPa - middle
3,761
Dry modulus
MPa bottom
3,336
5,850
5,114
3,448
5,612
4,855
1,246
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Dry Modulus
Top
Middle
Bottom
Retained
Modulus Ratio
MPa
Soaked
Modulus
MPa
7,708
6,628
3,759
6,263
6,570
2,764
0.81
0.99
0.74
Date stabilised
Depth stabilised
(mm)
Additive content
Gladfield
May 1997
250
Inglewood
June 1998
200
Rainbow Beach
June 1998
200
4% bitumen &
2% cement
1,250
4% bitumen &
1.5% quicklime
1,500
3 - 5% bit &
1.75% quicklime
2,000
Allora
March May 1999
250 OWP &
200 IWP
3.5% bitumen &
1.5% quicklime
2,500MPa
Design modulus
(MPa)
Subgrade support
7
5 20
10
4 10 (4 represents
(CBR)
fatigued areas)
Expected traffic to
1 x 106
3 x 105 1.3 x 106
6 x 105
1 x 106 3 x 106
failure (ESAL)
Actual traffic to failure
2 x 106
8 x 105
N/A
1 x 106
*
(ESAL)
(CBR5 only)
(CBR4 only)
Ratio actual life to
2
2.7
N/A
1
expected life
* Failure means appearance of fatigue cracking in some sections but not failure of the entire job.
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Further research
Main Roads is still researching the performance
properties and the types of material suitable for use with
foamed bitumen stabilisation. Areas where research
could be directed are:
References
Summary
The Queensland Department of Main Roads has
used foamed bitumen stabilisation successfully as a
rehabilitation technique for existing unbound granular
pavements. Deflection testing and testing of extracted
cores from these pavements indicates that significant
improvement to the stiffness and load bearing capacity
of the pavement can be achieved using the insitu foamed
bitumen stabilisation technique.
Observed performance of several projects has indicated
that pavement stabilisation using foamed bitumen has
superior fatigue resistance than material stabilised with
cement. However, as with all stabilisation treatments,
determination of the correct stabilisation thickness is
critical in achieving acceptable performance from these
pavements. A provisional pavement design system has
been developed, based on limited performance data, to
determine the appropriate stabilisation thickness required
to achieve acceptable pavement performance in the
longer term.
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