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CE990 Graduate Seminar Presentations
DISCLAIMER
The presentation materials shown in this file were prepared by graduate
engineering students for educational purposes within the Department of Civil and
Geological Engineering at the University of Saskatchewan. The quality and
accuracy of the information presented, including supporting design calculations,
drawings, cost estimates, and conclusions reached are not necessarily
consistent with professional engineering standards even though reasonable
efforts have been made to this end. The practice of professional engineering in
Canada can only be undertaken by appropriately licensed professional engineers
therefore all contents of this presentation, including all data, figures, drawings,
findings and cost estimates cannot be used, in whole or in part, for the design
and/or construction of any engineering works without an appropriately licensed
professional engineer taking professional responsibility for the contents so used.
Any use of, or reliance on, the information contained in this file by any third party
is at that party’s sole risk.
Further, any use of the information contained in this file should be cleared with
the author, and must provide full acknowledgement to the author.
Presented by
Diana Podborochynski, M.Sc. Candidate
Department of Civil and Geological Engineering Graduate Seminar (CE 990)
Friday, February 3, 2012
Characterization of Reclaimed Asphalt Concrete Pavement for Saskatoon Road
Construction
Acknowledgments
Saskatchewan Centre of Excellence in Transportation and Infrastructure
Ministry of Highways and Infrastructure
City of Saskatoon
Advisory Committee
Introduction Sustained growth in the City of SaskatoonIncreased demand for new construction
Increased demand for rehabilitation & reconstruction
Challenges facing Saskatoon:Road conditions: truck loads, materials, climate
Costs ↑, Budgets staying the same
Aggregate sources
Public
Environmental ResponsibilityBeing Green
Infrastructure Sustainability
Introduction & Background
City of Saskatoon has seen an increase in HMAC rubble.
Stockpiled in the city yard instead of being landfilled.
How could the City of Saskatoon use HMAC rubble materials in road rehabilitation?
Background
Stockpiled asphalt concrete rubble
Stockpiled Portland cement concrete rubbleImpact Crusher
Processing MaterialStockpile
Background
GW OGBC Rock
Background
Asphalt recycling is not a new concept.
Limitations to using reclaimed asphalt pavement (RAP) in Saskatoon include:•Empirical specifications are obsolete.
•No material specification for RAP structures.
•Limited research in Saskatchewan.
Need a scientific based mechanistic material characterization of Saskatoon’s reclaimed asphalt pavement.
Research Goal/Objectives Research Goal
•To validate the use of crushed RAP rubble materials as a structural base layer in COS pavement structures.
•100% RAP base layer
Research Objectives1.To evaluate the laboratory mechanistic constitutive relations of GW and OGBC RAP including varying amounts of cementitious and emulsion stabilization systems.
2.To determine the engineering feasibility of using crushed RAP rubble materials in urban road rehabilitation as an engineered base course layer.
Methodology
Project Element 1: Background and Literature Review
Project Element 2: Materials Sampling
GW OGBC
Methodology
Laboratory Testing
Construction Post Construction HWD Testing
Results ‐ Gradations
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
0.01 0.1 1 10
Perc
ent F
iner
Tha
n
Sieve Size (mm)City of Saskatoon Base 2009 GW RAP Sample 1 2009 GW RAP Sample 22009 GW RAP Sample 3 2009 GW RAP Sample 4 2009 GW RAP Sample 5
Results ‐ Gradations
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
0.01 0.1 1 10
Perc
ent F
iner
Tha
n
Sieve Size (mm)City of Saskatoon Base 2009 OGBC RAP Sample 1 2009 OGBC RAP Sample 22009 OGBC RAP Sample 3 2009 OGBC RAP Sample 4 2009 OGBC RAP Sample 5
Results – Loss on Ignition3.
46% 4.21
%
3.66
%
3.60
%
3.45
%
5.52
%
4.85
% 5.56
%
5.46
%
5.29
%
0.0%
1.0%
2.0%
3.0%
4.0%
5.0%
6.0%
7.0%
8.0%
Sample 1 Sample 2 Sample 3 Sample 4 Sample 5 Sample 1 Sample 2 Sample 3 Sample 4 Sample 5
2009 GW RAP 2009 OGBC RAP
Los
s on
Igni
tion
(per
cent
)
1271
Sam
ple F
aile
d
2037
1363
1313
533
1501
99312
29
Sam
ple F
aile
d
2185
1509
1369
Sam
ple F
aile
d
1472
893
1245
Sam
ple F
aile
d
2377
1681
1336
Sam
ple F
aile
d
1537
900
1169
Sam
ple F
aile
d
2113
1492
1229
642
1410
93011
53
Sam
ple F
aile
d
2003
1594
1325
Sam
ple F
aile
d
1327
905
0
500
1000
1500
2000
2500
3000
MC VacSat MC VacSat MC VacSat MC VacSat
Unstabilized 2% Cement 2% SS-1 1% Cement - 1% SS-1
Dyn
amic
Mod
ulus
(MPa
)
2009 GW RAP, High Stress State, 10 Hz
Sample 1 Sample 2 Sample 3 Sample 4 Sample 5
Results ‐ Strengthening
Results – Summary
Crushed RAP rubble materials met COS base aggregate specification.
Unstabilized RAP specimens did not survive vacuum saturation
Cement and/or emulsion stabilization improved the performance of the RAP materials.•RAP specimens treated with 2% cement showed the most improvement in stiffness post MC and post VacSat.
•RAP specimens with 1% cem‐1% SS‐1 also showed improvement.
Field Test Sections
2 field test sections in City of Saskatoon•Marquis Drive, eastbound in front of Costco
•8th Street, Boychuk Drive westbound 500 m Typical cross section
•Marquis Drive – RAP bas layer was emulsion stabilized
•8th Street – RAP base layer was cement & emulsion stabilized
Reclaimed PCCDrainage RockExcavated Subgrade
RAP
Non-Woven Geotextile Fabric
Weeping Tile
Woven Geofabric and Geogrid
Cem/EmulsionStabilized RAP
HMAC surfacing
Field Test Sections•Concrete Plant •COS Aggregate Yard•Sub-division construction
•540 m section•3 lanes, westbound only 8th Street Test Section
Start ofMarquis Drive
Thatcher Avenue
(km 0.000)
End ofMarquis Drive
IdylwyldDrive
(km 0.425)Costco Entrance
(km 0.175) Marquis Drive Test Section
Field Test Sections
8th Street Marquis DrivePre Construction
Field Test Sections
Milling HMAC Surface(Stockpiled)
Placement of Woven Geofabric, Geogrid and Weeping Tile
Construction
Field Test Sections
Placement of Stockpiled and CrushedGW RAP Materials
Mixing SS-1 Emulsion in RAP Base Layer
Construction
Field Test Sections
Finished Compacted RAP Base Layer Finished HMAC SurfaceConstruction
Field Test Sections
8th Street Marquis DrivePost Construction
Field Test Sections1.
85
0.55
0.55
1.77
0.52
0.51
0.93
0.73
0.48
0.00
0.50
1.00
1.50
2.00
2.50
3.00
3.50
4.00
Pre 2009 Post 2009 Post 2010 Pre 2009 Post 2009 Post 2010 Pre 2009 Post 2009 Post 2010
West End (km 0.000 to km 0.175) East End (km 0.175 to km 0.425)
Marquis Drive 8th Street East (km 0.000 to km 0.540)
Ave
rage
Pea
k Su
rfac
e Def
lect
ion
(mm
)
Mean Peak Surface Deflections at Primary Legal Load Weight Limits
Cost Comparison
$-
$20,000
$40,000
$60,000
$80,000
$100,000
$120,000
$140,000
$160,000
$180,000
$200,000
8th Street
Marquis Drive
$41,580
$119,070
$16,363$46,856
$83,160
$158,760
$32,725$62,475
Tota
l Cos
t Ran
ge
RAP Base MaterialVirgin Granular Base Material
$10/tonne
$10/tonne
$30/tonne
$30/tonne
$20/tonne
$20/tonne
$40/tonne
$40/tonne
Cost Estimate of Acquiring and Hauling Aggregate Material in 2009 (LCC not calculated)
Conclusion
Using crushed RAP material as a base layer in urban road construction is feasible•Alternative to using virgin granular base aggregates
City of Saskatoon “Green Street” test sections constructed in 2009 and 2010•On‐going monitoring of test sections using non‐destructive testing measures.
•Good performance to date.
Presented by
Diana Podborochynski, M.Sc. Candidate
Department of Civil and Geological Engineering Graduate Seminar (CE 990)
Friday, February 3, 2012
Thank You!
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