Pavement Equipment

A Snapshot of Pavement Engineering

Papers Presented at the 2013 Annual
Transportation Research Board Meeting in
Washington DC, USA
A. Veeraragavan and Rajib B. Mallick

Introduction
The Annual Transportation
Research Board (TRB) meeting
in the US is held every year
in the month of January in
Washington, DC. This meeting
is very well attended, and
most people who are involved
in consulting work, teaching
or research that are related to
some aspects of transportation
engineering, try to attend it.
There are numerous parallel
sessions spread out in three
hotels, and the subjects include
numerous topics ranging from
administration and management,
design, education and training,
operations and trafc management
materials, pavements, aviation and
vehicles, and equipment. The number
of papers/presentations has been
growing steadily over the years and
this year, there were more than 4,000
presentations in approximately 750
sessions, with a record attendance of
approximately 12,000.
Apart from listening to speakers
about latest research work in the
transportation area, and participating
in committee meetings to discuss
ongoing work and future session

66

proposals and generate problem

statements, most people enjoy the
opportunity to meet and network with
transportation professionals from other
agencies and universities. Everyone
who has been to this meeting agrees
that it is an enlightening experience,
and there are people who have been
attending this meeting for decades
they would not miss it for anything!
Probably the best part of the
annual TRB meeting is receiving the
compendium of research papers this year there were 2,400 papers
available. It is very critical for
transportation professionals, and
students and researchers to be aware
of ongoing work, state-of-the-art and
state of the practice in their respective

areas, and specications that

are being implemented. A careful
review of the relevant papers
is a great way to stay abreast
in the profession and many
professionals and students do
travel from other countries to
attend the conference. However,
in many cases, it may not be able
for people to devote the time
and/or money to travel to the
meeting, specically from foreign
countries. It will be helpful for
these people to have a forum
for exchanging summaries of the
important papers that are presented in
this meeting.
The objective of this article is to
make a humble attempt to summarize
some of the important and relevant
pavement
engineering
(specially
asphalt/composite
pavements)
related papers for researchers and
practitioners in India. Hopefully, this
will help them, and more importantly, y
for students, stimulate their interests in
the pavement engineering eld.

Format
In the following paragraphs, summaries
of forty pavement engineering related
papers are presented. These papers
were selected on the basis of the

NBM&CW APRIL 2013

Pavement Equipment

following criteria: 1. The topics are

relevant for ongoing pavement
engineering related work in India; 2.
The papers present practical methods
that can be useful in the near future;
and 3. Topics include specications
that can be implemented for improving
pavement related work in India.
Rather
than
presenting
summaries of each paper, extracts
from relevant papers are grouped into
several key topics, which correspond
with the titles of the sessions in
which the papers were presented.
It is acknowledged that the authors
choices are subjective and may not
match with that of everyone the
readers are requested to provide
feedback, so that in future, if such
an article is written, it will be of more
relevance and help to the readers.

Cold In-Recycling of
Asphalt Pavements
The Asphalt Recycling and Reclaiming
Association (ARRA) is preparing
a compilation of guidelines for mix
design and construction of cold inplace recycling that will be available
soon on their website (Cross, 2013).
Some of the specications relate to
calculation of theoretical maximum
specic gravity of recycled mixes,
compaction effort in the laboratory,
curing protocol, use of ,moisture
susceptibility and raveling tests. Of
particular interest is the specication

68

for cold recycling in high temperature

regions. The new approach is to
consider the fact that relatively less
recycling agent will be required in
such recycling operations in warm
climates, and the specications of
tests to validate the effect of the
reduced recycling agent content, with
the help of relevant tests, such as the
raveling test (ASTM D7196).
A signicant amount of both
laboratory
and
eld
research
information pertaining to short- and
long-term properties of foamed
asphalt in-place recycled mixes
were presented (Halles et al, 2013).
Procedures for the determination
of active ller (such as cement) and
asphalt contents included checking
changes in indirect tensile strength
and resilient modulus, by keeping
one factor constant while changing
the other one, and vice versa. It was
concluded that while the addition of
cement helps in short-term strength,
the asphalt content provides longterm durability, which can be
evaluated with resilient modulus
tests in both dry and wet cycles. The
importance of providing adequate
curing time was stressed to ensure
the proper contribution of the asphalt
(from the foamed asphalt) towards the
durability of the mix. On the basis of a
comparison of durability results from
different countries (Greece, South
Africa, Chile) as well as laboratory

results it was concluded that the use

of a stress ratio (SR, maximum tensile
stress divided by the tensile strength)
could be used as an effective indicator
or long-term durability, as follows: SR,
20%, constant stiffness, SR: 30%,
decrease in long-term stiffness with
constant rate, SR: 40%, decrease in
long-term stiffness at increasing rate,
and SR: 50% or above, failure in the
long term performance. (long-term
stiffness would be the same as that
of granular materials) Accordingly,
the concept of determination of an
endurance limit (in terms of the SR)
was proposed, and the relatively
low contribution of a higher cement
content at higher SR was mentioned.
Caution was expressed regarding the
importance of checking disabilities for
foamed asphalt mixes with same mix
design but with binders from different
sources and different active llers.
Results of over decade long
research with foamed asphalt by
California Department of transportation
(DOT) were also presented (Jones,
2013).
Several issues affecting
the performance of foamed asphalt
recycled mixes were discussed
including moisture problem resulting
from lling up of side drains by farmers,
changes in gradation resulting from
second pass (after pre-pulverization)
and common equipment problems. The
need for the continued presence of a
trained technician (walking behind the

NBM&CW APRIL 2013

Pavement Equipment

recycling machine) was emphasized

for quality control. Important points
discussed included the need for
proper distribution of cement (with
depth and laterally, high localized
cement content can lead to shrinkage
cracking), need for proper compaction
(to avoid premature cracking) with
heavy rollers, specically for >200
mm thick recycled layers, expedited
rolling in hot weather (to avoid setting
up of cement before compaction),
and the necessity of applying the hot
mix asphalt layer right after curing
(10-15 days). It was concluded that
softer foamability of asphalt binder
should be checked with proper
consideration of expected pavement
temperature (during construction),
softer binders are better for foamed
asphalt projects, and that upto 15%
ller content is acceptable as long
as the moisture sensitivity of the mix
is checked properly however a
higher ller content results in a higher
design asphalt content. The need for
the evaluation of the effect of ller
plus the active ller was stressed.
Currently, research is being conducted
to develop input parameters for
mechanistic empirical design of
foamed asphalt recycled layers, and
the effect of recycling layers with
rubberized asphalt.
A case study on premature
cracking of a foamed asphalt pavement
on Peru-Brazil highway was presented
(Menendez et al, 2013). The authors
evaluated the mix design, construction
process and the structural capacity of
the pavement and concluded that the
premature cracks were a result of a
combination of poor curing process,
low relative humidity, excessive nes
and low structural capacity. They
recommend an early curing process,
quick application of a surface seal,
and the adoption of specications for
tolerable rage of nes, layer thickness
and maximum deection.

70

Research results of evaluation

of horizontal tensile strains at the
bottoms of HMA layers and base
layers granular and emulsion
stabilized full depth reclaimed (SFDR)
lying underneath, were discussed
(Johanneck and Doi, 2013). Gages
were utilized to measure strains under
pavements in MnRoad test sections,
under both FWD and truck trafc
loading. The results indicated that
the use of SFDR reduces the tensile
strain in HMA layers signicantly, and
that the strains are actually higher at
the bottom of the SFDRs than at the
bottom of the overlying HMA layers.
Based on the eld data and modeling,
the authors concluded that SFDR will
provide greater structural benets and
better performance than unstabilized
FDR or granular base materials.
A study on cold in-place
recycled (CIR) pavement in Brazil
was presented (da Silva et al, 2013)
in which the authors discussed
the results of tests on eld course
and Falling Weight Deectometer
(FWD) testing. The results showed
a decrease in modulus during rainy
seasons and similarity (in terms
of orders of magnitude) between
laboratory resilient modulus and
backcalculated modulus from FWD
data. The authors recommend the
application of light trafc immediately
after compaction and the use of a

specic (14 day) curing period; they

also concluded that the application
of a relatively thicker HMA overlay
(40 mm) gave better performance
compared to a micro surfacing (over
CIR layer) only.
Outcomes
of
a
thorough
evaluation of materials, construction
and environmental related aspects
of emulsion stabilized full depth
reclamation (FDR) project were
utilized to present a new laboratory
mix design procedure and guidelines
for construction of emulsion FDR
projects (Nazarian et al, 2013). The
authors recommend specications
based on unconned strength and
indirect tensile strength for laboratory
mix design and guidelines for the use
of the portable seismic pavement
analyzer (PSPA) for eld quality
control. The effects of the use of the
new mix design tests were discussed
with respect to eld projects in Texas.

Nondestructive Hot
Mix Asphalt (HMA)
Testing
The use of ground penetrating radar
(GPR) for measuring density of
compacted Hot Mix Asphalt (HMA)
mat as a quality control tool was
discussed (Shangguan et al. 2013).
While measurement of thickness is
possible, traditionally GPR is not used

NBM&CW APRIL 2013

CHANDIGARH 0172 3957500 / 3957503 I BHUBANESWAR 0674 2463999 / 3355558 I GUWAHATI 0361 2234738 I RAIPUR 0771 2562325

KOLKATA 033 3322 3300 / 33555588 I COCHIN 0484 4055984 / 3355558 I AHMEDABAD 079 40244200 / 33555588 I PUNE 020 26055651 / 2 / 33555588

MUMBAI 022 25624863 / 64, 30718300 / 33555588 I NEW DELHI 011 3092 8500 / 33555588 I HYDERABAD 040 6615 1783 / 33555588 I BANGALORE 080 4243 8400 / 33555588

Phone : 044 2715 6780 / 781, 47108100 / 33555588 Fax : 044 27156539 Visit us at www.schwingstetterindia.com

F 71 - 72, SIPCOT Industrial Park, Irungattukottai, Sriperumpudur Taluk, Kancheepuram District,Tamil Nadu - 602105.

ISO 9001:2008 :: OHSAS 18001: 2007 :: ISO 14001:2004

Batching Plants I Concrete Pumps I Transit Mixers I Concrete Recycling Plants I Belt Conveyors I Separate Placing Booms I Shotcrete Pumps

Available with options of slave engine and PTO driven technology, Schwing Stetter mixers are known for their high fuel efficiency. A design made of
the finest grade SG Steel, these mixer have a long life and are supported by the best after sales service support in the country.

Schwing Stetter has invested in R&D and constantly works on designing Truck Mixers to meet the fast Changing Concrete specifications.
Pioneering the transit mixer industry for over 13 years in India and 75 years in the world, Schwing Stetter India manufactures concrete truck mixers with capacities ranging
from 3cu-m to 10 cu-m. The mixers are available in C, C2 and N versions that enable quick discharge and maintenance free operation.

Designing Truck Mixers

for Evolving New Trends

Pavement Equipment

for density measurement right after

construction because of the effect of
water that sprayed by rollers during
compaction on the GPR signal. This
research points out the relatively
less signicant effect on the lower
frequency components of the signal,
and proposes the use of a lter (200800 Mhz) for a 2GHz antenna signal
to extract surface reection amplitude
and processing. Validations of the
proposed approach are presented
or two sites and similarity of GPR
density and nuclear gage density
were demonstrated.
The effect of temperature and
moisture on results obtained from
non-nuclear density gages was
presented in a paper (Timm et al,
2013). Comparison of results from
tests with a nuclear density gage
and two non-nuclear density ages,
a PaveTracker (Troxler) and a PQI
(Transtech) showed similar density
measurements, and that aggregate
mineralogy, nominal maximum size
of aggregates, HMA type, absorption
as well as pavement markings did
not cause signicant effect on the
non-nuclear density gage readings.
Recommendations were made to use
the nonnuclear density gages when
the pavement temperature is equal or
higher than 90oF and when the HMA
is dry, to avoid signicant effects of
temperature and moisture.
Guidelines for the use of Portable
Seismic Pavement Analyzer (PSPA)
were provided (Faheem et al,. 2013).
The researchers recommended the
use of PSPA as a quality control tool
during pavement construction through
the measurement of stiffness, as
follows: 1. Conduct ve tests per
test location and take the average
after discarding the maximum and
the minimum; 2. Conduct tests at
two different temperature ranges to
establish temperature dependency
of stiffness; 3. Use a modulus

72

temperature relationship to normalize

all measurements to a
standard
temperature of 130F; 4. Conduct tests
away from shaded areas and joints; 5.
Avoid testing at temperatures above
140F; 6. Randomize test locations in
transverse ad longitudinal directions.
The authors provide a correlations
between eld modulus and laboratory
mixture volumetric properties.
The description of a new
nondestructive
and
nonintrusive
pavement testing device, called the
Total Pavement Acceptance Device
(TAPD) was presented (Stokoe et al,
2013). The TAPD, developed in Texas,
can measure pavement deections
(with rolling dynamic deectometer),
determine pavement thickness and
subsurface conditions (with GPR),
measure surface temperature and
obtain digital video images (along
with GPA data), while moving at 3-5
km/hr. The authors demonstrated the
capability if the equipment with results
of tests conducted on two pavements.
A newly developed equipment
which combines an impact echo
system and a spectral analysis of
surface wave scanner, for detection of
debonding between Hot MIx Asphalt
(HMA) layers was described (Tinkey,
2013). The authors presented the
background of the development of

the equipment and a case study of

evaluation of the equipment on the
National Center for Asphalt technology
(NCAT) test section.
The relatively high variability in
results of tests conducted with different
nondestructive testing devices such
as the light weight deectometer,
seismic
testers,
impulse
plate
load testers and lector mechanical
devices, when compared to results
of tests with conventional density
measuring devices were discussed
(Mazari et al, 2013). The authors
presented quantication of equipment
and operator related variability in a
systematic manner, and based on tests
with eighteen spate test specimens the
concluded that most devices produce
repeatable and reproducible results
provided the densities and moisture
contents are controlled, and that most
of the reported site specic variability
are due to lack of process control
during construction.

Pavement Preservation
Practices, Patching
Materials, RollerCompacted Bike Paths,
Determining Thickness of
Concrete Pavement, and
Other Recent Advances
A review of current pavement
preservation
and
maintenance
practices in North America was
presented (Tighe and Gransberg,
2013). The
authors
concluded
the use of thin asphalt overlay is
the most prevalent treatment for
asphalt and composite pavements,
diamond grinding and joint sealing
are the most common techniques for
concrete pavements, regrading and
regraveling are the most common
treatments for graveled roads, and
chip seals for surface treated roads.
The need for the development of an
assessment system for environmental
sustainability of pavement preservation

NBM&CW APRIL 2013

Pavement Equipment

and maintenance techniques was

stressed.
The longevity of two common
pavement preservation techniques,
thin hot mix asphalt overlay and
chipseals were presented (Liu and
Gharaibeh, 2013). On the basis of
analysis conducted with long term
pavement performance (LTPP) data,
the authors concluded that there
is a wide range of life expectancy
for the two treatments (500 2,000
KESALs for chip seals and 1,5008,000 KESALs for thin HMA overlay),
depending on the climatic condition of
the project locations. Another paper
(Dosa and Mamlouk, 2013) reported
that the performance of chip seals
were much better on pavements with
greater initial smoothness.
Relative advantages of worstst (W-F) and benet-cost analysis
(BCA) approach for maintenance and
rehabilitation (M&R) was discussed
in a paper (Menendez et al, 2013).
They analyzed data from pavement
management database of a district
in East-Central Texas and concluded
that the W-F approach is less effective
in reducing backlog and improving
the condition of the roadway network
when M&R share a single common
DOT budget; however if the budgets
are separated, then the disadvantages
of W-F approach are less signicant.
A discussion on differences
in concrete pavement thickness
as measured by probing and from
cores was presented (Whited et al,
2013). It was concluded that the
differences are less than 3/8 inch,
and recommendations were made
regarding the required sample size
to identify differences of inch, 1/8th
inch and 3/8 inch.
The performance of partialdepth repair (PDR) materials for
concrete material in a eld research
project in Canada was discussed

74

(Soliman and Shalaby, 2013(1)).

Repair materials were evaluated
on the basis of a number of criteria,
such as presence of cracks, spalling,
separation between materials and
concrete slab and deterioration of
the repair materials. On the basis of
the results, the authors recommend
set of specications for evaluating
partial depth repairing materials.
In a companion paper, the authors
(Soliman and Shalaby, 2013(2))
present laboratory methods for the
evaluations of the PDR materials on
the basis of bond between the material
and the concrete and substrate and
the change in the bond due to wet-dry
and freeze-thaw cycling.
The concept of using roller
compacted concrete (RCC) for
the construction of bike paths was
presented (Lee et al, 2013). The
authors conducted both laboratory
and eld experiments for mechanical
strength, durability and rideability.
They suggest appropriate cement
content, water content and compaction
ratio for attaining proper performance.
Results of a study carried out
to evaluate the structural capacity
of pervious concrete pavements
constructed over virgin aggregate
base, recycled concrete aggregate
base
and
cellular
lightweight
permeable
concrete
(CLPC)
(Armaghani, 2013). Based on the
results of tests conducted with a
Falling Weight Deectometer (FWD),
the conclusions were that
pervious concrete pavements
are capable of handling
moderate truck trafc on
streets and low volume roads,
and that the strengths were
higher for the ones with the
virgin aggregate and the CLPC
than on the recycled concrete
aggregate base.

Flexible Pavements
Design
A research on the comparative effect
of the use of dynamic modulus data
from indirect tensile strength tests
and uniaxial compression tests on
the rutting and fatigue cracking of
asphalt pavements, as predicted by
the Mechanistic Empirical Pavement
Design Guide (MEPDG) software
was reported (Guercio et al, 2013).
Comparisons
were
also
made
between dynamic modulus data from
laboratory reheated and plant and
eld compacted specimens. The
authors concluded that the results, for
both different test and sample types
were identical, and that agencies can
select any of the two test methods and
either laboratory reheated of plant/eld
compacted samples they should
expect similar levels of distresses that
are predicted by the MEPDG software.
A paper presented the results of
a comparison between a conventional
(10 inch) and a perpetual (14 inch)
asphalt pavement that were subjected
to accelerated trafc loading in the
National Center for Asphalt technology
(NCAT) test track (Shakhaeifar et
al, 2013). The life cycle costs of the
two sections were evaluated with
RealCost software and compared. The
authors conclude that the conventional
pavements failed by bottom up fatigue
cracking, perpetual pavement has a
signicant lower life cycle cost as well
as better serviceability. The use of

NBM&CW APRIL 2013

Pavement Equipment

high-polymer mix was demonstrated

as better alternative to rehabilitate
failed pavements compared to the
use of conventional mix in mill and ll
construction.
A paper reported the performance
of stone interlayers between cements
stabilized base and asphalt mix
layers, in Lousiana (Xingwei Chen et
al, 2013). The authors reported the
results of a eld evaluation of eleven
test sections with and without stone
interlayers, and concluded that the
section with stone interlayer showed
superior performance compared to
the one without, and the performance
of the other nine sections with stone
layer were very good over a range of
2.5 to 12 years of service.
Results
of
analysis
with
3-dimensional
viscoelastic
nite
element method were presented
to demonstrate the effects of non
uniform tire contact pressure and

NBM&CW APRIL 2013

thermal gradients on the potential of

cracking in asphalt pavements (Wang
et al, 2013). The authors conclude that
signicant tensile stresses present
at the edge of tires may lead to top
down cracking and negative thermal
gradient (surface cooler than deep
layers) increases its potential, while
positive thermal gradient increases
the potential of top down cracking.
A study on the effect of changes
in groundwater level and moisture
content on the various layers of a
exible pavement as presented (Salour
et al, 2013). In this eld study on a hill
side road in Sweden, the subsurface
drainage system was intentionally
clogged to raise the ground water
level and hence the moisture content
in the pavement. From tests with
Falling Weight Deectometer (FWD)
conducted at different loads, the
authors determined that as a result of
rise in groundwater level, the stiffness

of the overall pavement decreased

(with an increase in moisture content),
the unbound layers showed stress
dependent behavior, the subgrade
showed stress-softening response in
unsaturated and stress-independent
behavior in saturated state, and
the granular layer showed stresshardening behavior. The authors
concluded that the k1 parameter in
the extended k- model decreased
with an increase in moisture content
for both unbound granular layers and
unsaturated ne grained subgrade
materials.
The concept of the use of high
modulus asphalt binders to reduce the
thickness of HMA layers was evaluated
and conrmed in a paper (Geng et al,
2013). The authors considered different
types of high modulus asphalt binders
(HMABs) and tested mixes in terms of
workability, viscosity, frequency sweep
elastic recovery and bending beam

75

Pavement Equipment

rheometer tests. The properties were

utilized in the MEPDG to estimate the
permanent deformation potential of
mixes with and without HMABs. The
authors concluded that asphalt layer
thickness could be reduced by 9 to
28% with HMAB, and that those with
HMAB showed slightly less bottom
up cracking; however they cautioned
about the decrease in low temperature
grading with the use of HMAB.
A comparison of load pulse
duration from FWD drop and truck
loadings were made with data obtained
from instrumented section at the NCAT
test track (Leiva-Villacorta and Timm,
2013) The authors concluded that
load pulse durations from FWD range
between 0.03 and 0.05 seconds, which
were two to three times less than the
pulse duration from trucks moving at
45 mph. Based on an analysis with a
model, the authors concluded that the
FWD pulse durations matched these
from 120 mph trafc, and point out
the signicant effect of overestimation
of asphalt mix modulus for an
underestimation of load duration.

Hot Mix Recycling,

Environmental
Impacts
Effectiveness of rejuvenators in
recycling mixes with 100% RAP were
discussed (Zaumanis et al, 2013). Nine
different rejuvenators, including plant
oils, waste derived oils, engineered
products and renery base oils were
evaluated at two dosages, with the
help of asphalt tests (penetration and
viscosity) and low temperature mix
tests (creep compliance and tensile
strength). The test results were
utilized to rank the rejuvenators four
of which were successful in restoring
the desirable properties of the RAP
mixes for effective recycling.
The rheological properties of
asphalts prepared by blending RAP
extracted asphalts (15 and 50%)

76

and new asphalts were discussed in

a paper (Huang and Turner, 2013).
The blended binders were subjected
to oven aging, and an evaluation
of their properties with the dynamic
shear rheometer showed that there
is a linear relationship between
rheological, log* versus phase angle
plot and RAP content for long term
oxidative aging (regardless of RAP
source), and the increase in stiffness
with aging time is signicant initially
and then levels off - similar to that of
chemical aging kinetic model.
Crumb rubber modied asphalt
is being increasingly used in exible
pavements. A paper was presented
that discussed the results of tests of
zinc concentration on water leaching
out of permeable friction courses with
and without crumb rubber (Barrett and
Larsen, 2013). Zinc concentrations
were found to be signicantly higher
in PFC with tire they offer the
explanation that the zinc present in
tires leaches out through rain water.
This observation points out how the
choice of stable road materials can
affect stormwater quality, which can
affect (negatively) many natural things
such as aquatic life.
A new tool for determination of
emissions during roadway construction
projects was presented (Mukherjee
and Stawowy, 2013). This web based
software (Project Emission Estimator,
PE-2) uses existing life cycle analysis
assessment methods and inventories,
and helps in the determination of
emissions resulting from raw material
acquisition and production, and the
pavement construction phase.
A comparison of environmental
impact of four projects using
conventional hot mix asphalt (CHMA),
dense and open graded crumb rubber
modied HMA (ARDG and ARGG) and
polymer modied HMA (PM-SBS) was
discussed (Martinez-Arguelles et al,
2013). Ecoindicator 99 software was

used as life cycle analysis tool along

with estimation of energy consumption
and global warming potential The
authors concluded that ARGG was
the most eco-efcient, and ARDG and
PMSBS had similar environmental
load. They estimated that 5-65% of
the environmental impact as from the
production of materials and 29% of it
was from the heating of aggregates.

Granular layers,
Cement Stabilized
Layers, Geosynthetics
and Geocells
A comparison of stresses and
performance
pavements
with
aggregate base course, cements
stabilized material and geosynthetic
reinforcement in subgrade were
presented (Cowell et al, 2013). The
authors found out that inspite of higher
stresses the geosynthetic reinforced
sections showed better performance
in terms of permanent deformation,
compared to cements stabilized
sections and aggregate base courses.
A
combined
laboratory
experiment-numerical simulation study
of geocell reinforced aggregates over
soft subgrade was presented (Saride
et al, 2013). The authors tested the
response of geocell reinforcement in a
test tank and simulated the behavior,
and concluded that the height of the
geocell has a signicant effect on the
bearing capacity of the soil whereas
the stiffness of the soft clay subgrade
was found to affect the performance of
the geocell signicantly. The authors
conrmed the validity of using 3D
nite difference code in modeling
geocell reinforced aggregate and
recommended the optimum height of
the geocell reinforced aggregate as
0.8B.
Results of testing of a foamed
asphalt recycled project in Kolkata
was presented (Reddy et al, 2013).
Mixes were compacted and tested

NBM&CW APRIL 2013

Pavement Equipment

in the laboratory whereas structural

improvements after recycling were
evaluated
with
Falling
Weight
Deectometer (FWD) tests. The
authors
suggest
representative
modulus values of foamed asphalt
mix layers, and concluded that the
recycling proves did improve the
surface as well as the structural
strength of the roads.
A comparison of response of
pavements with granular material and
recycled PCC aggregates and RAP
aggregates recycled with cement
was made (Soares, et al, 2013).
The comparison was made with the
help of a 3-D non-linear orthotropic
computational road model. The
authors demonstrated the signicantly
reduced edge shear strains when
reclaimed PCC and reclaimed asphalt
aggregates with cements were used
as base layers, in comparison to
granular base layers.
Discussions on the use of a
Clegg Impact Value (CIV) for using a
Clegg impact soil tester to determine
the opening time (for early trafc,
before application of overlay) for
cement stabilized base layers were
made (Reese and Guthrie, 2013).
The authors conducted a eld tests
in several states across the US,
relating rut depths and CIVs, and
recommended an equation relating the
critical CIV with the 7 day unconned
strength of cement stabilized material
for regular use.

80

In one of the papers,

the benets of research
with Accelerated Pavement
Testing (APT), specically
related to the development
of innovations in heavy duty
pavement, were presented
(Plessis et al, 2013). This
paper studied the performance
benets and economic impacts
of research and the results
of implementation of the
research. The paper highlights
the importance of sensitivity analysis
(instead of single estimates of savings
and benet cost ratio) and reported
savings ranging from $1.13 to $121
million in the state of California.

Summary
A wide range of pavement engineering
related topics were presented at
the 2013 Annual meeting of the
Transportation Research Board (TRB),
USA. Of the many topics on asphalt
pavements, recycling, particularly cold
recycling, probably stood out as the
most discussed one. There was also
much emphasis on nondestructive
testing
and
development
of
specications for such tests, for
both structural design and quality
control. There were presentations on
pavement preservations techniques
as well such as chip seals and their
performances. And nally, there was
a signicant amount of emphasis
on the need for the consideration of
unavoidable variability in pavement
materials and construction during
analysis and prediction of pavement
performance. At the end of the veday long meeting it seemed that the
pavement research community is
adopting a holistic and comprehensive
approach towards new concepts,
tools, materials and methods the
importance on life cycle cost analysis
has now been superseded by that
on environmental loading or costs,

and comparison of technologies on

the basis of environmental impact
is expected to become routine in the
next few years. At the same time,
there is a signicant amount of growth
of high performance products, such as
binders, that are being used to reduce
thickness of pavements, increased
consideration of the pavement
structure as a whole (instead of
studying it layer by layer) and extensive
use of data from accelerated testing
facilities for improving analysis and
design of pavements, and determining
long term performance.
The need for continuous research
to develop better, smarter and more
cost effective materials and techniques
was once again highlighted in the
meeting there is no alternative to hard
work! And overall, the need for properly
educated and trained personnel in
the civil engineering community in
general and pavement engineering in
particular, was emphasized directly
and indirectly.

References
1. Cross, Stephen. Oklahoma State University,
Progress on Cold In-Place Recycling Mix Design.
2. Halles, Felipe., Thenoux, Guillermo, Gonzlez,
lvaro V, Stiffness Evolution of Granular Materials
Stabilized with Foamed Bitumen and Cement
3. Jones, David, Pavement Testing, and Field Studies
of Full-Depth Reclamation to Rene Guidelines
and Project and Long-term Performance Models
4. Shangguan, P., Al-Qadi, I. L., Leng, Z., Schmitt,
R., and Faheem, A. An Innovative Approach for
Asphalt Pavement Compaction Monitoring Using
Ground Penetrating Radar
5. Timm, Anthony. Wen, Haifang, Sharma, Sunil,
Rose, Mark. Evaluation of Non-nuclear Density
Gauges for Measuring In-place Density of Hot Mix
Asphalt
6. Faheem Ahmed F., Schmitt, Robert, Al-Qadi, Imad.
Portable Seismic Pavement Analyzer for Paving
Quality Assurance
7. Tighe, Susan and Gransberg, Douglas Sustainable
Pavement
Maintenance
and
Preservation
Practices: A Review of Current Practice.
8. Liu, Litao and Gharaibeh Nasir G. Survival Analysis
of Thin Overlay and Chip Seal Treatments Using
the Long-Term Pavement Performance Data
9. Dosa, Matild and Mamlouk, Michael S. Relative
Benet of Chip Seal In Different Climatic
Conditions Based On Initial Pavement Roughness
10. Menendez, Jose Rafael, Siabil Salar Zabihi,
Narciso Paul and Gharaibeh, Nasir G Evaluating
Worst-First and Benet-Cost Analysis Approaches
for Prioritizing Infrastructure Maintenance and
Rehabilitation Activities under Various Budgetary
Scenarios
11 Whited. Gary C., Stenhaug Benjamin A., Loh
Wei-Yin, Wisconsins Method of Probing Portland
Cement Concrete Pavement for Thickness
Determination: Six-Year Statistical Review

NBM&CW APRIL 2013

Pavement Equipment

12. Soliman Haithem, Ahmed, Shalaby. Performance-Based Evaluation

Criteria for Cementitious Partial-Depth Repair Materials in Cold Climates,
I: Field Performance
13. Soliman Haithem, Ahmed Shalaby. Performance-Based Evaluation
Criteria for Cementitious Partial-Depth Repair Materials in Cold Climates,
II: Laboratory Performance
14. Lee, Seung Woo, Park, Cheolwoo, Cho., Yoon-Ho, Lee, Hyun Jong,
Kim, In-Tai. Application of Roller Compacted Concrete for Bike Road
Pavement: Mechanical Performance, Durability and Ride-ability
15. Guercio, Maria Chiara., McCarthy, Leslie Myers., Bennert, Thomas. A
and DeJarnette, Van. Analysis of Impacts of Specimen Type on Dynamic
Modulus and Predicted Pavement Performance
16. Sakhaeifar, Maryam., Brown, E. Ray Tran, Nam., Dean, Jeff. Evaluation
of Long-Lasting Perpetual Asphalt Pavement Using Life-Cycle Cost
Analysis
17. Chen, Xingwei., Zhang, Zhongjie., Lambert, Jeff. Field Performance
Evaluation of Stone Interlayer Pavement in Louisiana
18. Wang, Guangming., Morian, Dennis., Frith, Doug. Combined Effect of
3D Contact Load and Thermal 2 Gradients on the Cracking Performance
of Heavy Duty Asphalt Pavements
19. Stokoe, Kenneth H., Lee, Jung-Su., Nam, Boo-Hyun., Scullion, Thomas.,
Liu, Wenting., Leidy, Joe. Development and Initial Testing of the Total
Pavement Acceptance Device (TPAD)
20. Tinkey, Yajai., Miller, Patrick., Olson, Larry D., Heitzman, Michael.
Spectral Analysis of Surface Waves Scanning to Identify Debonding
Conditions between HMA Layers in Pavements
21. Salour, Farhad and Erlingsson, Sigurdur. Moisture Sensitive and Stress
Dependent Behavior of Pavement Unbound Materials from In-Situ Falling
Weight Deectometer Tests.
22. Zaumanis, Martins., Mallick, Rajib B., and Frank, Robert. Evaluation Of
Rejuvenator's Effectiveness With Conventional Mix Testing For 100%
RAP Mixtures
23. Huang Shin-Che and Turner Thomas. Aging Characteristics of RAP
Modied Binders Rheological Properties.
24. Geng, Han., Clopotel., Cristian S., Bahia, Hussain U. Effects of High
Modulus Asphalt Binders on Performance of Typical Asphalt Pavement
Structures
25. Armaghani, Jamshid. Structural Evaluation Of Pervious Concrete In
Pavement Test Sections
26. Menendez, Jose Rafael.,Thenoux, Guillermo., Gonzalez, Marcelo.,
Premature Cracking in Foamed Asphalt Pavement: Peru Brazil Highway
Case Study
27. Johanneck, Luke and Dai, Shongtao. Responses and Performance of
Stabilized Full Depth Reclaimed Pavements at MnROAD.
28. da Silva, Amanda Helena Marcandali., Vasconcelos, Kamilla L. Aranha,
Ana Luisa., Bernucci, Liedi Lgi Bariani., Chaves, Jos Mario, Laboratory
and Field Evaluation of Cold In-Place RAP Recycling.
29. Barrett, Michael E., and Larsen, Katie A. Signicance of Zinc Levels in
Stormwater Runoff from Permeable Friction Course Pavement Overlays.
30. Cowell Timothy, Pyo Sangchul, Gabr Mohammed A., Borden Roy H.,
and Kim K. J. Performance Assessment of Geosynthetics versus Cement
as Subgrade Stabilization Measures
31. Saride, Sireesh., T. G., Sitharam., Puppala, J. Anand. Numerical Analysis
of Geocell Reinforced Aggregate/Ballast Overlying Soft Clay Subgrade.
32. Reddy, M. Amaranatha., Reddy, K. Sudhakar., Pandey B.B. Recycling of
an Urban Road using Foam Bitumen: An Indian Experience
33. Soares, Roberto, Haichert, Rielle, Podborochynski, Diana, Berthelot,
Curtis. Modeling the In Situ Performance of Cement Stabilized Granular
Base Layers of Urban Roads
34. Reese, G. Benjamin., Guthrie, W. Spencer., Development Of Clegg
Impact Value Thresholds For Minimizing Rutting Of Cement-Treated
Base Material Under Early Trafcking
35. Leiva-Villacorta, Fabricio and Timm David H. Falling weight deectometer
loading pulse duration and its effect on predicted pavement responses
36. Mukherjee Amlan and Stawowy Brian The Project Emissions Estimator
(Pe-2): A Tool To Aid Contractors And Agencies Assess GHG Emissions
Of Highway Construction Projects
37. Martinez-Arguelles Gilberto., Crispino, Maurizio., Giustozzi, Filippo,.,
Flintsch, Gerardo W. Environmental Analysis on asphalt pavement
maintenance using modied binders in Developing Countries: Bogot
Case Study
38. Plessis L du, Nokes WA, Mahdavi M, Burmas N, Holland TJ, Harvey J
Case Study For Evaluating Benets of Pavement Research: Final Results
39. Nazarian Soheil Yuan Deren Franco Samuel Moss Steven Phillip
Design and Constructability of Emulsion Stabilized Bases for Full-Depth
Reclamation.
40. Mazari Mehran Garcia Gerardo Garibay Jose Abdallah Imad Nazarian
Soheil, Impact Of Modulus Based Device Variability On Quality Control Of
Compacted Geomaterials Using Measurement System Analysis.

NBM&CW APRIL 2013

81