FULL-DEPTH RECLAMATION WITH CEMENT

The Road Recycled

Recycling Renaissance: FDR with Cement
Reuse existing materials on site Extend pavement life with a stronger base Save natural resources and money

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Full-Depth Reclamation With

oads are a national resource. Roads have made it possible for this country to reach social, economic and military sophistication. Its important that we do all we can to preserve them, maintain them, update them and rehabilitate them as needed. The reauthorization of TEA-21 will have an impact on what the future holds for this precious resource but even at the highest conceivable level of passage there will always be the need to stretch the dollars as far as possible. Typically when we think of roads, we think of the Interstate system and urban traffic congestion. We often forget about the thousands of miles of rural, farm-to-market roads, secondary roads and service roads that are just as important to the overall function of our road system. These too must be maintained and updated. While there are any number of approaches to road reconstruction, In-Place Full-Depth Reclamation or Recycling with cement offers everyone a win-win situation: its cost effective and stretches tax dollars; it can be done in a relatively short time frame; with cement, its durable and long lasting. This process rebuilds worn out asphalt pavements by recycling the existing roadway. The old asphalt and base materials are pulverized, mixed with cement and water, and compacted to produce a strong, durable base for either an asphalt or concrete surface. Since the old material is being used, it doesnt have to be hauled away, and new material doesnt have to be brought in. A surface consisting of a thin bituminous chip seal, hot-mix asphalt, or concrete completes the road. The recycled base will be stronger, more uniform, and more moisture resistant than the original base, resulting in a long, low-maintenance life. The most important factor is that recycling costs are normally at least 25 percent to 50 percent less than the removal and replacement of the old pavement. Conserving virgin construction materials through recycling with cement makes smart economic and strategic sense. Our aggressive coastto-coast growth over the last century has seriously depleted once plentiful aggregate supplies. Unless youre in the business, you never realize how expensive rocks are. In many areas aggregates either come from distant quarries at great expense or from local sources offering only marginal quality. Continuing to exhaust these valuable resources to rebuild existing roads only exacerbates the problem. If the old asphalt and base materials are not recycled, they must be disposed of or stockpiled, increasing transportation costs and

Cement

using valuable landfill space. In some regions, old asphalt can no longer be land filled. Environmental laws are becoming strict, adding to the expense of mining new materials and disposing of the old. Recycling old roads with cement makes them a renewable resource. The original investment in virgin road materials becomes a onetime cost, which is renewed through cement stabilization and addition of a new, thin surface course. Stabilizing the old road, its asphalt surface, granular base, and underlying sub grade soil with cement, creates a strong pavement foundation. The basic procedure is simple. The complete recycling process can be finished in one day, and local traffic flow restored almost immediately. How Do You Do It? The procedure includes the following steps: Thickness Design Pavement thickness can be determined by using PCAs Thickness Design for Soil-Cement Pavements (EB068). Other methods, such as the American Association of State Highway

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and Transportation Officials (AASHTO) Guide for Design of Pavement Structures can also be used. Site Investigation The site should be investigated to determine the cause of failure. Cores or test holes should be used to determine

roads will typically include all of the surface and base, plus some part of the subgrade. To achieve the proper gradation after pulverization, more than one pass of the equipment may be necessary. The particle distribution should have 100 percent smaller than 2 inches (50 mm) and 55 percent passing a No. 4 (6-mm) sieve. Shaping And Grading The pulverized material is shaped to the desired cross-section and grade. This could involve additional earthwork in order to widen the roadway. Final base elevation requirements may necessitate a small amount of material removal or addition. Spreading Cement Cement is spread in a measured amount on the surface of the shaped roadway, in either dry or slurry form. Water Application Water is added to bring the aggregate-soil mixture to optimum moisture content (water content at maximum dry density as determined by ASTM D558), either in front of the pulverizer/ reclaimer or in the mixing chamber. Mixing The aggregate-soil-cement-water mixture is combined and blended with the pulverizing/ reclaimer machinery. Depending on the

layer thicknesses and to obtain samples of the material to be recycled (which can include asphalt surface, base course aggregate, and subgrade). Lab Evaluation Material samples from the site should be pulverized in the lab to create an aggregate-soil mix that will be similar to that expected from the recycling process. The mix design procedure is the same as that performed for soil-cement. Refer to PCA publication EB052, Soil-Cement Laboratory Handbook. This includes the determination of maximum dry density and optimum moisture content. If unconfined compressive strength is used to determine cement content, a 7-day strength of 300 to 400 psi is recommended. Pulverization The first step in construction is to pulverize the roadway with a machine similar to a giant roto-tiller. It pulverizes and blends the asphalt surface with the base. There are several manufacturers that produce machines especially designed for quality full-depth reclamation. Pulverization is usually 6 to 12 inches deep, which on secondary

Recycle Failed Pavement with Cement

Full-Depth Reclamation with cement, or FDR, uses old asphalt and underlying base material to build a new road. Existing pavement is pulverized, mixed with cement and water, and compacted to produce a strong, durable base for either an asphalt or concrete surface.

FDR is an economically and environmentally sound decision

Existing materials are recycled on site. Theres no need to haul in new aggregate or haul out old materials for disposal. FDR conserves natural resources, saves energy, and reduces waste. A stronger base means longer life. Stronger than an unstabilized base, a cement-stabilized base keeps water out and stands up to heavy, constantly increasing traffic loads, reducing maintenance and prolonging pavement life. Recycling saves money. FDR with cement costs up to 50% less than removal and replacement of old pavement or thick overlays.

To find out more, visit our Web site at

www.cement.org/FDR
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Equipment For

Full-Depth Reclamation/Recycling
here are many opportunities to gain from the environmental and economic advantages of Full Depth Reclamation (FDR) with cement. Although the most obvious applications are rural roads, virtually any paved surface in need of rejuvenation, especially if there are indications of base problems, is worth consideration. Essentially what has to happen is the old pavement has to be pulverized, in place and then mixed with the original base materials. Cement is spread across the surface either as a dry material or slurry mix. Water is added. The ingredients are mixed in place and the material compacted and then allowed to cure before the finish surface is applied. The end-result quality depends on: The pulverization (100 percent smaller than 2 inches) The cement content The moisture content The mixing The density The curing

Bomags offerings include the MPH 122 Stabilizer/Recycler; the MPH 362/364-R/S/SDM Recycler, Stabilizer, Stabilizer Deep Mix; and the MPH 454 R/S Recycler/Stabilizer. All the machines feature hydrostatic drive. All wheel drive is standard on all of the machines except the MPH 364 that has a front wheel drive option. The operators station is designed to be comfortable and ergonomically friendly giving the operator good visibility and easy-to-use controls. The equipment is designed for easy maintenance with major components positioned for easy access and service. According to Bomag the cutting teeth are quick and easy to replace. The rotor end segments are bolted on and in case of excess wear, can be replaced without removing the rotor.
Bomag Operating Wt. Engine horsepower Working speed Rotor configuration Rotor Drive Rotor Width Outside diameter Max cutting depth Number of teeth Cutter direction Cutter speeds MPH 122 45,636 lbs 442 211 fpm Center slung Hydrostatic 91.7 in. 48.2 in. 19.7 in. 194 Upward 2 MPH362/364 R/S/SD 39,000 lbs. 360 187 fpm Rear slung Hydrostatic 79 in. 44/48/59.5 in. 12/14/21 in. 168/70/70 Upward 2 MPH 454 R/S 46,300 lbs. 450 221 fpm Rear slung Hydrostatic 96 in. 48 in. 15 in. 196/82 Upward 3

Milling machines and reclaimers are not the same machine. Probably the most significant difference is that milling machines discharge the removed road materials while reclaimers retain these materials in a mixing chamber and discharge them back onto the roadbed from which they were removed. The basic makeup of a reclaimer includes: the drive unit and the milling/mixing unit; operators station; rotor; mixing chamber; water tanks; chassis or frame; drive axles and steering axles; brakes; a host of sophisticated electronics and multiple hydraulic systems. Typical options include items like working light packages; four-wheel drive (if this is not a standard feature); water spray systems; emulsion systems and other interesting goodies designed to make the operator more comfortable and more productive. In the U.S. there are four manufacturers producing and distributing reclaimers: Bomag, Caterpillar, CMI and Wirtgen. These machines are designed, engineered and manufactured to handle FDR projects effectively and efficiently.

On the 362/364 models there is a selectable 2-speed rotor design to give the operator better control over production volume. The 454 features a selectable 3-speed rotor, and on the 122 the rotor is a variable speed unit. Four-wheel drive and steer are standard features on these machines.

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Caterpillar has two models, the RM-250C and the RM-350B. Both machines can be converted from a reclaimer configuration to a mixer or stabilizer on the job. On the 250C you have 3 rotor options, breakaway reclamation, quick-change stabilization and combination rotors. The teeth in the breakaway and combination rotors can be replaced without welding.

34 percent in second and 64 percent in fourth. The bigger 350B is an all-wheel drive unit. Depth of cut can be controlled manually or automatically with an actual rotor height displayed on machines dashboard. Sophisticated electronics and state-of-the-art hydraulics are designed to minimize operator fatigue and frustration. Four-wheel drive and steer are standard. CMI Terex has five models available. They manufacture a wide range of cutters to expand the application possibilities for these machines. The RS 325 is the only one of the lineup that has a rear slung rotor. The other models are center mount. 4-wheel drive is standard on all models. All models come with 4-wheel steer as standard with various steering configurations from which the operator can select. On the 500C, 650B and 800 models a microprocessor based control system automatically maintains cutting depth, cross slope and travel speed. An engine load sensing system automatically adjusts travel speed to cutting conditions. LCD readout provides the operator with continuous display of machine functions.

Caterpillar Operating weight Engine horsepower Rotor Configuration Rotor Drive Rotor width Outside Diameter Cutting depth Number of teeth Cutting direction Cutter speeds

RM-250C 35,635 - 37,000 lbs. 335 Breakaway/combination/ stabilizer Mechanical 96 in. 45/48/54 in. 13/15/18 in. 180/108/58 Reclaimer - upcut Stabilizer --downcut 2

RM-350B 48,270 - 53,680 lbs. 500 Breakaway/combination/ stabilizer Mechanical 96 /90 in. 52/54/58 in. 15/16/20 in. 188/200/58 Reclaimer -upcut 3

Both of the Cat machines use mechanical drives to operate the rotors. On the 250 a direct mechanical drive transfers engine power to the rotor and has 3 operating speeds to better match the materials being reclaimed and the depth of the cuts. A heavy-duty shear disc or optional torque limited protects the rotor drive CMI Terex components from torsional stress and shocks. Operating weight Working speed Drive chains, rated at 135,000 pounds, are Horsepower located on both ends of the rotor. On the 350B Rotor Configuration Rotor drive the rotor drive is the same except that a Cat Rotor width powershift transmission is used to transfer Rotor diameter Cutting depth engine power to the rotor. Number of teeth On both models the rotor and mixing cham- Cutter direction Cutter speeds ber are mid-mounted to take advantage of the machines weight. They come standard with an open operators station, and a ROPS and cab option. The 250C is front wheel driven but there is a rear wheel assist option that increases the tractive effort by 22 percent in first gear,

RS-325 31,200 lbs. 200/360 fpm 330 Read slung Mechanical 75 in. 50 in. 16 in. * Upward 2

RS-425 49,000 lbs. 175 fpm 425 Center Mechanical 96 in. 50 in. 16 in. 223 Upward 3

RS-500C 60,460 lbs. 210 fpm 525 Center Mechanical 96 in. 50 in. 16 in. 218 Bi-directional 4

RS-650B 63,500 lbs. 210 fpm 650 Center Mechanical 96 in. 50 in. 16 in. 218 Bi-directional 4

RS-800 67,500 lbs. 210 fpm 800 Center Mechanical 96 in. 50 in. 16 in. 218 Bi-directional 4

Options, depending on the model include a larger cutter mandrel that increases the cutting depth to 20 inches; ROPS; water spray systems, asphalt distribution systems and a Kennametal change random pattern cutter mandrel.

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According to the manufacturer, the mechanical rotor drive system increases productivity. On the 3 larger machines elevation control is manual or automatic with individual controls for the left front, left rear and right side. An optional cross slope control is available. Wirtgen has two models the WR 2500 S and the WR 2500 SK. The 2500 S has a wide cutter option available. One of the features is the volume of the mixing chamber adjusts automatically according to the amount of material being processed. The manufacturer describes the operation station as a fun place to work. The operator can run the machine from an optional fully enclosed cab. All machine functions are activated through microprocessors. The operator has access to critical operating information with Wirtgens Control Graphic Center (CGC), which lets him monitor any and all functions at any time. Milling depth is displayed on the CGC panel. Automatic power control adjusts the feed rate as a function of the engine load. The operator can deactivate the system and control the feed manually. Tool change is quick and easy. An optional hydraulically driven drum turning attachment makes it easier to rotate the drum while changing tools. The Wirtgen machines feature 4-wheeld drive and 4-wheel steer as standard. The manufacturer has a variety of options that make it possible for machine owners to fit the machine to their application needs.

Wirtgen Operating weight Working speed Horsepower Rotor configuration Rotor drive Rotor width Rotor diameter Cutting depth Number of teeth Cutter direction Cutter speeds

WR 2500 S (std.) 72,600 lbs. 49.2 to 655 fpm 670 Center Mechanical 97.5 in. 59.2 in. 20 in. 224 Bi-directional 4

WR 2500 (opt.) 75,460 lbs. 49.2 to 655 fpm 670 Center Mechanical 121.9 in. 59.2 in. 20 in. 224 Bi-directional 4

WR 2500 SK 82,720 lbs. 49.2 to 655 fpm 670 Center Mechanical 97.5 in. 59.2 in. 20 in. 224 Bi-directional 4

As noted, there are other ways of doing FDR but none are as efficient as using a machine specifically designed for this application. The combination of these machines and the economic benefits offered by FDR make it possible to stretch highway dollars for miles.

Start With A Good Foundation

good foundation is important for any structure, especially pavements. The pavement base provides the thickness and stiffness necessary to carry heavy traffic loads. Stabilized pavement bases, such as soil-cement and cement-treated base have provided economical, long-lasting pavement foundations for over 60 years. These pavements combine soil and/or aggregate with cement and water, which are then compacted to high density. The advantages of stabilization are many: Cement stabilization increases the stiffness and strength of the base material. A stiffer base reduces deflections due to traffic loads, which results in lower strains in the asphalt surface. This delays the onset of surface distress, such as fatigue cracking, and extends pavement life. The strong uniform support provided by cement stabilization results in reduced stresses applied to the subgrade. A thinner cement-stabilized section can reduce subgrade stresses more than a thicker layer of untreated aggregate base. Subgrade failures, potholes, and road roughness are thus reduced.

Moisture intrusion is the nemesis of pavement bases. Cement-stabilized pavements form a moisture-resistant base that keeps water out and maintains higher levels of strength, even when saturated. A cement-stabilized base also reduces the potential for pumping of subgrade fines.

A stabilized base spreads loads and reduces stress on the subgrade.

Unstabilized Granular Base

Cement-Stabilized Base

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Rehabilitating
Cold, in-place full depth recycling is proving to be an effective solution for damaged roads. By Frank S. Bland Jr., P.E., District Four Construction Engineer, South Carolina Department of Highways. Edited by Christina Fisher. Pictures courtesy of Site-Prep, Inc. of N.C.

Route 97

n recent years, the highway industry throughout the United States has become increasingly concerned about extensively deteriorated and under-designed pavements. Many of these pavements have long passed the time for which they can be effectively patched or spot repaired in order to accommodate an economically feasible or effective overlay. Cold, in-place full depth recycling is proving to be a solution to these problems. South Carolina Route 97 in York County had been an extreme and constant maintenance problem for many years. This section of distressed pavement stretches from the Chester County line north to Hickory Grove, a distance of approximately 16 miles. Originally constructed in the 1930s as secondary roads 33 and 39, Route 97 was first improved in 1948 as SC Route 907 and Road 39 by Dickerson Incorporated, of North Carolina, for a cost of $144,055. In 1975 another 10-mile section of the highway was reconstructed. Shortly after the completion of this road, slips and other forms of pavement stress began to appear. The department investigated these

problems in depth, but no definitive answers could be reached. In 1983, after years of problems, the department let a resurfacing contract to overlay the worst sections. Once again problems surfaced as slips and failures began to occur. None of these occurrences could be directly tied to the asphalt mix since it met all department requirements, and no problems had been noted at the plant or in the lay-down process. For the next 12 years, this highway deteriorated rapidly and required weekly maintenance. The work consisted of failure repair through partial or full-depth patching. In areas where constant problems kept reoccurring, the DOT had to remove and replace extreme depths with asphalt. These costs amounted to approximately $34,500 per year. In addition to these routine maintenance procedures, the department scheduled full depth repair using a Bomag on some occasions, trying to better and more permanently repair

Above: A view of a deteriorated roadway prior to rehabilitation. Left: The finished roadway prior to the application of the asphalt concrete binder course and surface course.

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areas where standard methods of asphalt concrete binder It would have cost the department just did not do the job. These course and 175 pounds of repairs created additional asphalt concrete surface $1,637,375 to prepare the base for the expenses amounting to course. asphalt layers. The price to stabilize the entire $25,000 over five years. Once the department decidTo free the maintenance ed upon this method of conlength of the project was $513,480. unit of this constant responstruction, the contract and This amounted to a savings of 69 percent. sibility, the department decidspecial provisions for this new ed to let this section of venture were developed, roadway to contract. The main concern was finding the best method although the department had limited knowledge and no practical of repairing the existing pavement and applying a suitable overlay that experience in this relatively new technique. The prices had to be would be maintenance free and provide the public a uniform section assumed in order to come up with some estimated cost. Therefore, it of pavement for which they had so patiently waited. was determined that the department would let the contract for only a Because the condition of the pavement was so poor, it was decid- 10-mile portion of the road. The remaining six miles would be added ed that the most effective way to rehabilitate the road would be to use if the contract amount was less than the estimate cost but in an in-place recycling by incorporating cement amount great enough to cover into the top 6 inches of the pavement the additional length. and base/sub-base to create a stable Sloan Construction Compafoundation upon which the remainder of ny of Greenville, South Carthe pavement structure could be placed. olina, won the contract with a Cold, in-place full depth recycling, bid of $1,611,538, which or reclaiming of flexible pavement, is a allowed for the completion of rehabilitation technique in which the the additional six miles. Sloan existing bituminous surface and part or Construction subcontracted all of the underlying base the base work to Base Conand/or sub-base materials struction Company, Inc, Columare pulverized in place to a bus, Ohio, which specializes specified particle size range in this type of construction. and mixed cold with either Base Construction representatives standard or non-standard explained the process and discussed additives to form a new staany problems that could be encountered bilized base course. during the project. In order to meet the The prime contractors plans were design criteria, the top 6 to begin placing the surface treatment inches of cement modified approximately three days behind the base was followed by the stabilization procedure. Two days after placement of a type A single Various rollers and compaction equipment are then used on the new road bed to this, the placement of binder would achieve the correct density. treatment. This treatment follow and continue until the entire would act as a seal to hold roadway had been overlaid. The final in the moisture and provide a temporary surface on which traffic riding surface placement would begin if time and weather permitted. could continue to move. This would then be overlaid with 225 pounds Since this work was beginning in a traditionally poor time of year for

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construction, weather would play a major role in how far we could go. Base Construction moved onto the job and began work on November 13, 1995. Progress was slow at first as the contractor and department personnel began to get a feel for the types of materials onsite and how they compared with jobs already completed in other areas of the country. During this learning phase, Hamm Corporation sent their specialist, Ace Wise, to our location to share his expertise with the department. It was decided that the temperature restrictions for soil cement could be relaxed somewhat due to the ground temperature in this region and the heat of hydration from the process. Looking at results from other areas of the country, it was decided that we could begin work at 25 degrees Fahrenheit and rising as long as we anticipated temperatures to get above 35 degrees during the day. Due to the near 100 percent compaction effort, the department determined that light passenger vehicles could immediately use the road with no damage. The road was detoured for all vehicles with six tires or larger in an effort to protect the treated area from extreme and damaging loads. With the wide variation in pavement thickness and the need to run with some consistency to create a continuous beam effect, the contractor asked that the department consider placing a 9-inch stabilized

depth in all areas to avoid jumping back and forth from 6-inch to 9inch depths. This would create consistency with only a few areas needing 12-inch treatment. To begin the stabilization procedure, cement tankers placed raw cement onto one lane of Route 97 to create a 6 percent addition. This cement was then blended into the structure with two overlapping passes of a Hamm RACO 250 soil stabilizer-asphalt/recycler. The proper amount of water was added by the equipments spray system, which has the capability to meter out the exact amount specified to achieve maximum compaction. Productivity, which was measured by the number of feet per mile, varied as the machine encountered pavement of varying thicknesses and composition. However, on an average, the machine traveled at a speed of 30 feet/minute under ideal conditions. We placed a maximum of 10 tankers of cement in a one-day period. However, on the average, we placed between five and six tankers per day. This would amount to stabilizing a 12-foot lane for a distance of approximately 3,500 feet, or approximately 5,000 square yards of stabilization. Once the machine had completed its passes, the spreading and shaping operation began using a motorgrader. As a part of this spreading operation, the mixture was shaped so that
Above: Water is added during the blending process and while the new road bed cures. Left: A layer of cement is placed on the roads surface to be blended with the pulverized road bed with the asphalt/recycler.

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when compacted it was within close conformity with the lines, grades Minimal hauling costs, as the and cross-sections that originally existed. procedure occurs in place. The compaction and finish grading came next. The mixture should be Traffic can be maintained during compacted when it will bear the weight of the roller or compactor the reclamation proceedings. without undue displacement, cracking or shoving of the premixed Reclamation process is environmentally safe. materials. A suitably sized, single drum vibratory padfoot compactor nor The speed of the operation allows for minimum mally achieves initial density of the loose, newly reclaimed base course. inconvenience to the public. On our project the initial and final density was accomplished using a Hamm Provides good beam effect that distributes traffic load evenly 2520 vibratory padfoot roller. throughout pavement. The Hamm GRW 5 pneumatic roller then finished rolling the area to Asphalt rates can be reduced due to the increased strength mechanically seal the surface and to complete our compaction process. of the new base. It also served as a proof roller for the area and indicated any possible soft spots. The new base was compacted to an average density of 98 percent of standard proctor density. The area was allowed to cure under light traffic (passenger vehicles) by maintaining a water type curing process for three days, which was then followed by the placement of bituminous surfacing single treatment. This sealed the road and minimized damage, allowing light traffic to continue to travel the area. All heavy loads were detoured. The cold, in-place, full depth flexible pavement recycling was completed and the remainder of the work was no more than a resurfacing project. This amounted Once the new base material has been blended, spreading and shaping can begin with a motorgrader. to the placement of 225 pounds per square yard of an asphalt concrete binder course and 175 pounds per square yard of Using this process, we obtained a much-improved base at significant asphalt concrete surface course. savings. If this project had been let using conventional means of full depth There are many advantages and benefits to this process, and some patching, it would have cost the department $1,637,375 to prepare the of these include: base for the asphalt layers. The price to stabilize the entire length of the All work takes place on the project was $513,480. This amounted to a savings of 69 percent and existing pavement section. allowed us to complete an additional amount of mileage. Full-depth reclamation resulting As we neared the end of the project, cores and follow-up testing deterin a stable base at significant savings mined what structural number we attained and what the actual truck over conventional methods. carrying capacity was. These tests will mean better and more realis Reuse of natural resources. tic designs in the future. Ability to eliminate reflective cracking. We will continue to study this project to be better able to evaluate Improved resistance to water cold, in-place, full depth flexible pavement reclamation. However, from penetration of the subgrade. visual observation and the growing number of states beginning to Adaptability to treat all types of use this process, we feel it is definitely a viable technique to rehabilitate reflective pavement distress. roads that have extensive failures and base problems.

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type of mixing equipment, uniform blending of materials can usually be achieved in one pass of the mixer. Compaction Although requirements vary, the mixture is compacted to a minimum density of 96 percent to 98 percent of standard Proctor density (ASTM D558). The compaction is usually performed with smooth-wheeled or sheeps-foot vibratory rollers. A pneumatic-tired roller may follow to finish the surface. Final compaction should take place no more than 3 hours past initial mixing of the cement. The field density and moisture are monitored for quality control purposes. Savings in Energy Use

Curing On light-traffic roads, the compacted base can accept traffic almost immediately after construction. For proper hydration, the soil cement is kept moist by periodically applying water to the surface. Curing begins immediately after final compaction and is continued for several days. The application of the prime coat should occur as soon as possible to ensure that moisture is sealed inside the base. Pavement Surface The new pavement surface consisting of a chip seal, hot-mix asphalt, or concrete is constructed to complete the recycling process. Quality Control Recycling with cement follows the same basic procedures used for normal soil-cement operations. The success of a recycling project depends upon the careful attention to the following control factors: Adequate pulverization Proper cement content Proper moisture content Adequate density Adequate curing Traffic Control All operations can be performed under normal construction traffic control. Disruptive road closures are not required. End Result A high-quality, long-lasting, inexpensive road that was reconditioned in a minimal amount of time with a minimum degree of inconvenience to its users.

Full-Depth Recycling vs. New Base

Number of trucks needed

New Roadway Material (tons) Material Landfilled (cu. yd.) Disel Fuel Consumed (gal.)

Based on 1 mile of 24-foot-wide 2-lane road, 6-inch base and 2-inch asphalt surface

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Cement Strengthens
By Jeff Hawk

US 79

hen severe alligator cracking reared its ugly head inspector overseeing the project. With cement, you get a tremendous along a heavily trafficked truck route cutting amount of strength. across North Texas, state engineers faced a chalInitially though, Smith questioned whether the contractor could obtain lenge. Drop offs along the narrow, hilly two-lane US 79 highway density after pulverizing the existing roadway, mixing in cement 13 inchmeant that building detours would be expensive and impractical. We had to keep traffic on it while we strengthened it, says Mark Sturrock, assistant area engineer, Jacksonville area office, Texas Dept. of Transportation. So engineers decided to recycle the roadway in-place, a process that allows traffic to flow with construcOn a completed stretch of US 79 outside New Summerfield, Texas, TxDOT inspector Ken Smith called his first recycling with cement tion underway. They tested lime and project a tremendous success. cement to determine which material worked best, says Sturrock. Full-depth recycling with cement proved es deep, and compacting in one lift. On the projects first day, Dave the most efficient way to keep the road open and not double-handle Kirkland, Maddens project superintendent, used a nuclear density gauge the material, he says. to show Smith that they were In March 2002, crews from Madden Contracting Inc, Minden, La., began meeting compaction requirethe $7.4-million contract to rebuild an 11-mile stretch of US 79 west of ments. We were hitting 98 Jacksonville, Texas. It percent density with no probwas the Jacksonville lems whatsoever, says Smith. offices first full-depth And the process is fast. Madrecycling (FDR) with den crews processed 10 loads cement project. of cement, or 260 tons, per day. Madden mixed the There really were no negaexisting asphalt and tives but the tempo was fast. It base with more than kept us on our toes, says 8,000 tons of cement, Smith. Its simpler than fooling With cement, you get a tremendous amount of strength. or 4-percent cement with lime because you have to Ken Smith, TxDOT inspector by dry weight, into cut lime twice, adds Madden. TxDOT inspector Ken Smith digs up a section of pulverized roadway to check its depth. 333,864 square yards of roadway to create a strong, long-lasting The success of the FDR projbase. Five inches of Type C asphalt topped the new road. ect encouraged engineers to design a second one for US 79 now Finished last February, four months ahead of schedule, the project underway east of Jacksonville. The 10-mile, $6.1-million project is slatwas deemed a tremendous success, says Ken Smith, the state ed for completion to finish next summer.

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Stabilizing Pavements Theres Nothing As Versatile As Cement

erforming Full-Depth Reclamation (FDR) on failed asphalt pavements makes simple sense. The existing in-place materials are reclaimed instead of importing expensive virgin aggregates. By building a new stabilized base you provide an excellent foundation for future pavement performance. The selection and use of the stabilizing agent to construct the new stabilized base is not a simple matter. Selecting the wrong stabilizing agent can lead to expensive premature pavement failures and early repairs. The most common stabilizing agents in use today for FDR are: cement, lime, asphalt emulsion, and foamed asphalt. Calcium chloride is sometimes used to improve compaction and control dust, but it does not add significant strength to the base. When designed and built properly, cement will perform well under almost all conditions. The other agents, however, are nowhere near

as versatile and projects must be carefully screened to see if the conditions are right for their use. When an existing road is being reclaimed, a high degree a material variation will likely be encountered during construction. This is why versatility in a stabilizing agent is important. Different locations may have different subgrade and base materials. Another factor is that different asphalt patches of varying depths and mix may have been used over the years. The good news is that cement can be used successfully with virtually all types of aggregate and soil types. This is not true with other stabilizing agents. Lime Lime provides increased strength to compacted soil through a chemical reaction with clay minerals. If these clay particles are not present in the reclaimed pavement materials (or if fly-ash is not added to provide the needed minerals), then no pozzolanic reaction can take place to provide increased strength.
Bad road foundations always cause bad roads.

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Cement, in contrast, provides its own chemical reaction by reacting with the water in the reclaimed pavement and providing high strength through hydration. This reaction will take place regardless of the type of aggregate or soil. In addition, if clay minerals are present, cement will also provide the same pozzolanic reaction that lime does, creating even more long-term strength. Asphalt Emulsion Using an asphalt emulsion with the FDR process leads to a complicated reaction with the reclaimed asphalt. The emulsion will rejuvenate some (but not all) of the old asphalt cement, leading to a possibility that more emulsion may be available than what is desired. If too much emulsion is present, the mix becomes too rich and will not compact or cure properly. On the other hand, if theres too little emulsion the particles in the mix will not bond together and raveling can occur. In contrast, using cement as the stabilizing agent simply treats the reclaimed asphalt as black gravel, and no rejuvenation of the old asphalt cement occurs. This leads to more uniform construction and fewer surprises in the field when different amounts of old asphalt are encountered in the reclaimed mix. Foamed Asphalt This FDR stabilizing agent is created by mixing asphalt emulsion under pressure with cold water, which foams the asphalt before it is mixed with the reclaimed materials. This process is very sensitive to the mix of reclaimed materials (proportions of old asphalt, gravel, sand, and fines). If the mixture is not properly designed, or if conditions change in the field, failure can occur.

As mentioned, cement is far more versatile and can perform well under varying mixtures of reclaimed pavement materials. To build the best product, a cement treated material needs to be properly designed and constructed, but the risks taken by a road agency are much less than with using other stabilizing agents.

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