PERFORMANCE OF COLD IN PLACE RECYCLE METHOD FOR DIFFERENT

STABILIZATION AGENTS

ABDUL RAHIM BIN ABDUL HAMID

A project report submitted in partial fulfilment of the

requirements for the award degree of
Master of Engineering (Civil-Geotechnics)

Faculty of Civil Engineering

Universiti Teknologi Malaysia

JUNE 2015
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ACKNOWLEDGEMENTS

I would like to express my heartfelt gratitude to my supervisor Dr. Nor

Zurairahetty Mohd. Yunus for her valuable advice and great encouragement as well
as for her excellent guidance and assistance to complete this research. I am also
indebted for the amount of time and effort spent reading and correcting my thesis.

A special thanks to all my classmates, especially Hasrul Ibrahim, Busu Puteh,

Raja Shahrom, Rasyid Zainal Abidin, Robin Liew, Eda Suhali, Amy Teing, Ilias
Abdullah, Afendi Ariff, Jaharatul Dini and others, which had adviced and reminded
me in everything in writings this projects. And for those about to geotechnic, we
salute you.
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ABSTRACT

Cold in Place Recycling (CIPR) is a treatment process of road that had a

structural defect. The process consists of recycling asphalt from the pavement layer
to a certain layer in order to improve the pavement structure. The process involves
breaking up and pulverizing the existing pavement. This material will be named
Recycle Asphalt Pavement (RAP). Even though the CIPR method is proved
successfully implemented but due to lack of knowledge and understanding about this
method, it’s only applied in about 10% of total Malaysian roads length. The aim of
this study is to encourage interested parties to have more understanding in the CIPR
treatment by broaden its spectrum. By providing the results of the performances for
various types of the stabilization agents, it can be used as an optional for any user to
use any of these stabilization agents type. For this study four (4) types of stabilizing
agents will be used such as cement, lime, foamed bitumen and bitumen emulsion.
From this study it is shown that cement and lime can be effective stabilizing agents
but foamed bitumen and bitumen emulsion had score the lowest.
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ABSTRAK

‘Cold in Place Recycling (CIPR)’ adalah proses rawatan yang dijalankan

pada jalan yang mengalami kerosakan struktur. Proses ini adalah termasuk kerja –
kerja mengitar semula aspalt dari lapisan permukaan jalan ke bahagian bawahnya
didalam memperbaiki struktur pavemen. Proses ini termasuk kerja – kerja memecah
dan mengaul pavemen sedia ada ini. Material ini akan dinamakan ‘Recycle Asphalt
Pavement (RAP)’. Walaupun kaedah CIPR ini berkesan tetapi kurangnya
pengetahuan tentang kaedah ini maka ianya kurang digunakan. Penggunaannya di
Malaysia adalah kira – kira 10 % sahaja dari panjang jalan keseluruhan. Tujuan
kajian ini adalah untuk menggalakkan mana – mana pihak yang berminat untuk
mempunyai lebih kefahaman tentang CIPR dengan meluaskan spektrumnya. Dengan
menyediakan keputusan dari performance untuk beberapa jenis agen penstabil; ianya
boleh dijadikan seleksi pada mana – mana pengguna untuk menggunakan agen –
agen penstabil ini. Untuk kajian ini (4) jenis agen penstabil digunakan iaitu simen,
kapur, bitumen berbusa dan bitumen emulsi. Dari kajian ini menunjukan bahawa
simen dan kapur boleh menjadi agen penstabil yang baik tetapi bagi bitumen berbusa
dan bitumen emulsi menunjukan skor yang terendah.
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TABLE OF CONTENTS

CHAPTER TITLE PAGE

DECLARATION ii
ACKNOWLEDGEMENTS iii
ABSTRACT iv
ABSTRAK v
TABLE OF CONTENTS vi
LIST OF TABLES x
LIST OF FIGURES xii
LIST OF SYMBOLS xiv

1 INTRODUCTION
1.1 Background 1
1.2 Problem Statement 2
1.3 Objectives of the Study 2
1.4 Scope of the Study 3
1.5 Significance of the Study 3
1.6 Organization of the Thesis 4

2 LITERATURE REVIEW
2.1 Introduction 5
2.2 Types of Road 8
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2.3 Types of Road Defect 8

2.4 Types of Treatment 11
2.4.1 Treatment for Functional Defects 11
2.4.1.1 Patching 11
2.4.1.2 Crack Sealing 12
2.4.1.3 Overlay 13
2.4.1.4 Mill and Pave 13
2.4.1.5 Hot in Place Recycle 14
2.4.2 Treatment for Structural Defects 15
2.4.2.1 Reconstruction 15
2.4.2.2 Cold in Place Recycle 16
2.5 Type of Stabilizing Agents and its Properties 17
2.5.1 Portland Cement 18
2.5.2 Lime 19
2.5.3 Foamed Bitumen 19
2.5.4 Bitumen Emulsion 20
2.5.5 Fly Ash 21
2.5.6 Calcium Chloride 21
2.6 Depth of Treatment 22
2.6.1 Partial Depth Recycle 22
2.6.2 Fully Depth Recycle 22
2.7 Summary 23

3 METHODOLOGY
3.1 Introduction 24
3.2 Pre – Construction Stage 26
3.2.1 Pavement Evaluation Stage 26
3.2.1.1 Surface Condition Survey 26
3.2.1.2 International Roughness Index 27
3.2.1.3 Falling Weight Deflectometer Test 28
3.2.1.4 Dynamic Cone Penetrometer Test 29
3.2.1.5 Trial Pit 29
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3.2.2 Design Mix Stage 30

3.2.2.1 Grading 31
3.2.2.2 Optimum Moisture Content 31
3.2.2.3 Optimum Bitumen Content 32
3.2.2.4 Unconfined Compressive Strength 33
Test
3.2.2.5 Indirect Tensile Test 34
3.2.2.6 Stabilizing Agent Requirement 35
3.3 Construction Stage 37
3.3.1 In - situ moisture content 37
3.3.2 Application of Stabilizing Agents 38
3.3.3 Pulverization Process 38
3.3.4 Trimming and Compaction 40
3.3.5 Curing and Protection 40
3.3.6 Asphalt Layer 41
3.4 Post Construction Stage 41
3.5 Summary 41

4 RESULTS AND DISCUSSION

4.1 Introduction 42
4.2 Background of Case Study 44
4.2.1 Pavement Evaluation 44
4.2.1.1 Surface Condition Survey 44
4.2.1.2 International Roughness Index 45
4.2.1.3 Falling Weight Deflectometer Test 46
4.2.1.4 Dynamic Cone Penetrometer Test 47
4.2.1.5 Trial Pits 48
4.2.2 Design Mix 49
4.2.2.1 Cement Sieve Analysis 50
4.2.2.2 Foamed Bitumen Sieve Analysis 51
4.2.2.3 Bitumen Emulsion Sieve Analysis 51
4.2.2.4 Lime Sieve Analysis 52
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4.2.2.5 Control Sieve Analysis 53

4.2.2.6 Proposed Percentage of 54
Stabilization Agents
4.2.3 Post Construction Stages 57
4.2.3.1 Surface Condition Survey 57
4.2.3.2 International Roughness Index 58
4.2.3.3 Falling Weigh t Deflectometer Test 58
4.2.3.4 Dynamic Cone Penetrometer Test 59
4.3 Graph Interpretation 60
4.3.1 Sieve Analysis 60
4.3.2 Surface Condition Survey 62
4.3.3 International Roughness Index 63
4.3.4 Falling Weight Deflectometer Test 64
4.3.5 Dynamic Cone Penetrometer Test 65
4.3.6 CBR Ratio on Sub grade 66
4.3.7 Optimum Bitumen Content 67
4.3.8 Optimum Moisture Content 68
4.3.9 Indirect Tensile Strength Test 69
4.3.10 Unconfined Compressive Strength Test 70
4.4 Summary 71

5 CONCLUSION
5.1 Direct Performance of Stabilization Agent 73
5.2 Indirect Performance of Stabilization Agent 74
5.3 Dense of the Road Base 74

REFERENCES 75
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LIST OF TABLES

TABLE NO. TITLE PAGE

3.1 Surface Condition Survey Score Chart 27

3.2 Requirement for cement stabilized in CIPR layer 36
material
3.3 Requirement for bitumen emulsion treated in CIPR 36
layer material
3.4 Requirement for foamed bitumen treated in CIPR 37
layer material
3.5 Curing Period for Stabilizing Agents 40
4.1 Surface Condition Survey 45
4.2 International Roughness Index 45
4.3 Falling Weight Deflectometer 46
4.4 Dynamic Cone Penetrometer Test 48
4.5 Initial Pavement Evaluation 49
4.6 Cement Sieve Analysis 50
4.6 Foamed Bitumen Sieve Analysis 51
4.8 Bitumen Emulsion Sieve Analysis 52
4.9 Lime Sieve Analysis 53
4.10 Control Sieve Analysis 54
4.11 UCS and OMC analysis for Cement 55
4.12 ITS, UCS and OMC analysis for Foamed Bitumen 55
4.13 ITS and OMC analysis for Bitumen Emulsion 56
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4.14 UCS and OMC analysis for Lime 56

4.15 Surface Condition Survey 57
4.16 International Roughness Index 58
4.17 Falling Weight Deflectometer 59
4.18 Dynamic Cone Penetrometer 60
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LIST OF FIGURES

FIGURE NO. TITLE PAGE

2.1 Typical cross section of a flexible pavement 6

2.2 Typical cross section of a flexible pavement 6
2.3 Pavement Condition vs Time 7
2.4 The patching treatment for pothole 11
2.5 The crack sealing treatment for crack 12
2.6 Overlay treatment 13
2.7 Mill and pave treatment 14
2.8 HIPR treatment 15
2.9 Reconstruction 16
2.10 CIPR treatment 17
3.1 Methodology Flow Chart 25
3.2 International Roughness Index Indicator 28
3.3 The Falling Weight Deflectometer Machine 28
3.4 Example of Optimum Moisture Content Vs Dry 32
Density Graph
3.5 Example of 5 different graphs to determine the 33
Optimum Bitumen Content
3.6 Machinery Arrangement for Cement / Lime 39
Stabilizing Agents
3.7 Machinery Arrangement for Bitumen Emulsion 39
Stabilizing Agents
3.8 Machinery Arrangement for Foamed Bitumen 39
Stabilizing Agents
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4.1 Cement Grading 61

4.2 Foam Grading 61
4.3 Emulsion Grading 61
4.4 Lime Grading 62
4.5 Control Grading 62
4.6 Surface Condition Survey Graph vs Stabilizing 63
Agents
4.7 International Roughness Index Graph vs Stabilizing 64
Agents
4.8 Falling Weight Deflectometer Test Graph vs 65
Stabilizing Agents on Roadbase
4.9 Dynamic Cone Penetrometer Test Graph vs 66
Stabilizing Agents on Road base
4.10 CBR Test Graph vs Stabilizing Agents on Sub grade 67
4.11 Optimum Bitumen Content vs Stabilizing Agents 68
4.12 Optimum Moisture Content vs Stabilizing Agents 69
4.13 Indirect Tensile Strength Test vs Stabilizing Agents 70
4.14 Unconfined Compressive Strength Test vs 71
Stabilizing Agents
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LIST OF SYMBOLS

A - Corrected area

‫ܣ‬଴ - Initial surface area of the sample

݀ - Diameter

ߝ - Axial strain

ߛ௕ - Bulk density

ߛௗ௥௬ - Dry density

ℎ - Height of the specimen

P - Reading of axial load at failure

ߨ - 3.142

‫ݍ‬௨ - Unconfined compressive strength

ܵ௧ - Tensile strength

‫ݒ‬ - Volume

‫ݓ‬ଵ - Weight after compaction

‫ݓ‬ଶ - Weight of nearest 1 gram

 CHAPTER 1

INTRODUCTION

1.1 Background

This study is about the treatment process of a road which had experienced in
structural defect. The selected road is FT 64 lies in between the Benta Town to the
Jetty Terminal in Kuala Tahan River. The selected area is 1 KM length and divided
to (5) five section. Each section consists of 200 meters for the cement, foamed
bitumen, bitumen emulsion, lime and control.

A series of test had been conducted in the pre - construction stage,

construction stage and post construction stage. Test such as Surface Condition
Survey, International Roughness Index, Falling Weight Deflectometer and Dynamic
Cone Penetration Test were conducted at site. (5) Five trial pits had been dug in
order to obtain the sample and a direct thickness of each road layer had been
measured.

Sample that had obtained at site will be tested such as sieved analysis test,
optimum moisture content, optimum bitumen content, unconfined compressive test
and the indirect tensile test. The Recycled Asphalt Pavement (RAP), the new
aggregate and stabilizing agent were mixed in the design mix stage.
 2

In order to have an optimum result, the stabilizing agents are added in

increasing percentage of content. For cement and lime it is predetermine to use 2%,
3%, 4% and 5% of their content. Meanwhile for emulsion and foamed bitumen the
content is increasing from 1% to 7%. And at the post construction the test that had
conducted before will be conducted again with the new constructed road. This is to
validate the data that had obtained before the treatment.

1.2 Problem Statement

Road base is an unbound layer. It is designed to be a layer that will carry and
absorb loading from the vehicle and transmit it into the lower layer. So road base
layer are often defect due to a higher and frequent loading imposed to it.
CIPR is a treatment process that recycled the original road base and adds with a new
mixture and stabilization agent in order to withstand the imposed loading from the
vehicle. The type of stabilization agent plays a significant role to boost the
performance of the mixture. Thus in this study is conducted to obtained knowledge
of the performance of each stabilizing agents used.

1.3 Objective of the Study

The aim of this study is to determine the performance of CIPR by using different
type of stabilization agents. To achieve the above aim, the following objectives were
set out at the beginning of the study as follows:

1) To determine the parameter and original properties of the road base.

2) To determine the new design mixture for the new road base layer.
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3) To determine the performance of different type of stabilization agents.

1.4 Scope of the Study

The scope of study will be focused on the testing of existing pavement

(pavement evaluation) and obtaining samples on trial pits. Sample that had been
obtained on site are tested in order to determine the proportion of the RAP and the
new aggregate. Then the pavement rehabilitation mix design with various type of
stabilizing agents. The final tests are conducted at the post construction stage in order
to validate the design. However this study is limited for the Partial Depth Recycled
(PDR) which is to depth of the road base.

1.5 Significance of the Study

This study is conducted to have more understanding on the CIPR method

itself. Many industrialists prefer the reconstruction method because the method is
simple. It was done by scrapping unwanted layer and reconstructed again with totally
new material. In terms of time of construction and the ease of construct the
reconstruction method is the first choice, but in terms of sustainability and cost, the
CIPR are the brilliant choice. CIPR method use up to 40% of recycled RAP which
indirectly had saved the 40% of the material cost. And by recycled the RAP we can
reduce the wastage of the construction.

This study also is conducted to have more data on the CIPR method by using
various types of stabilization agents. This is to give the industrialists the options to
propose and use the stabilization agents that had been tested. It is hope that
 4

industrialists will be educated for understanding and using this CIPR method with
any of the stabilization agents.

1.6 Organization of the Thesis

There are five chapters covered in this thesis. Description for each chapter is shown
as follow:

Chapter One of this report introduces the background of the project, problem
statement and described the specific objectives addressed in the study as well as
design components limitation.

Chapter Two presents a review of literature and relevant research associated with the
problem addressed in this study such as the types of road defect, types of road
treatment, the CIPR Method and the types of stabilization agents and explanation on
method adopted in methodology.

Chapter Three presents the methodology of the project and procedures used for data
collection that had obtained from the tests conducted.

Chapter Four contains an analysis of the data by graphing method. The results then
will be discussed.

Chapter Five offers a summary of the findings and recommendations for future
research.
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 76

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