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IS-132 Rubblization
IS-132 Rubblization
NATIONAL ASPHALT
PAVEMENT ASSOCIATION
Rubblization
COPYRIGHT NOTICE
Publications produced and published by the National Asphalt Pavement Association (NAPA) are copy-
righted by NAPA and may not be republished or copied (including mechanical reproductions) without
written consent. To obtain this consent, contact the National Asphalt Pavement Association, NAPA
Building, 5100 Forbes Blvd, Lanham, MD 20706-4407, USA, www.hotmix.org, Tel: 301-731-4748,
Fax: 301-731-4621, Toll Free: 888-468-6499.
By
Dale Decker, P.E.
1. Introduction __________________________________________________________ 5
2. Reflection Cracking ____________________________________________________ 6
3. Project Evaluation _____________________________________________________ 8
Evaluation of the Existing Structure ____________________________________ 8
Distress Survey ____________________________________________________ 8
Existing Pavement Structure __________________________________________ 8
Subsurface Conditions ______________________________________________ 9
Non-Destructive Testing _____________________________________________ 9
Drainage _________________________________________________________ 9
Project Evaluation Report ____________________________________________ 9
4. HMA Overlay Thickness Design _________________________________________ 10
Level I Approach ___________________________________________________ 11
Identify PCC Thickness _____________________________________________ 11
Select Design Traffic Category _______________________________________ 11
Select Subgrade Soil Category _______________________________________ 11
Compute Existing Subbase Layer Structural Number ______________________ 11
Select Appropriate HMA Overlay Thickness Table and Read Overlay _________ 14
Level II Approach___________________________________________________ 16
ESAL: Design Traffic Value __________________________________________ 16
Mr: Design Subgrade Modulus _______________________________________ 16
SNsb: Subbase Layer Structural Number _______________________________ 16
Level II Graphical Solution for Thickness Design ________________________ 16
Level III PerRoad Layer Elastic Analysis ________________________________ 23
Inputs __________________________________________________________ 23
Traffic___________________________________________________________ 23
Structure ________________________________________________________ 23
Analysis _________________________________________________________ 23
5. Rubblization Equipment _______________________________________________ 25
Multi-Head Breaker _________________________________________________ 25
Resonant Frequency Breaker ________________________________________ 25
Other Equipment ___________________________________________________ 26
6. Construction Operations for Rubblization ____________________________________27
Surface Preparation of the Existing Pavement ______________________________27
Drainage _____________________________________________________________27
Location of Utilities and Underground Structures ___________________________27
Rubblization Recommendations __________________________________________27
Compaction after Rubblization ___________________________________________28
Troubleshooting Rubblizing Operations____________________________________28
Quality Control Issues for Rubblization ____________________________________29
7. Placing the HMA Overlay __________________________________________________30
8. User Benefits to PCC Rubblization and Conclusion ____________________________31
Rubblization Advantages ________________________________________________31
Rubblization Performance _______________________________________________31
Conclusion ___________________________________________________________31
Bibliography _______________________________________________________________32
6 NATIONAL ASPHALT PAVEMENT ASSOCIATION
Rubblization
Design and Construction Guidelines
on Rubblizing and Overlaying
PCC Pavements with Hot-Mix Asphalt
RUBBLIZATION • IS 132 7
Figure 2.1
2. Reflection Cracking Reflection crack distress
Figure 2.2
Growth mechanism associated with reflection cracking
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RUBBLIZATION • IS 132 9
Distress Survey
3. Project Evaluation In order to evaluate long-term performance of the
pavement system, it is critical that the pre-construction
Every rough, worn-out PCC pavement may not be condition be known. Using the Distress Identification
a candidate for rubblization with an HMA overlay. A Manual for the Long-Term Pavement Performance
structural evaluation of the existing pavement including Project (FHWA-RD-03-031), evaluate the condition of
considerations for traffic, subgrade, and environmental the existing pavement. Each type of distress should be
conditions must be performed. Condition surveys of identified, along with the relative extent and severity of
the existing pavement are important to understand the the distress. The LTPP document describes the following
types, severity, and extent of distresses and their likely distresses for PCC pavements:
causes.
It is vital to understand the soil and Jointed PCC distresses CRC* distresses
moisture conditions for the pavement
Cracking Cracking
system prior to making a decision on the
rehabilitation type. These steps are impera- Corner breaks “D” cracking
tive to determine if the specific pavement is “D” cracking Longitudinal cracking
an appropriate candidate for rubblization. Longitudinal cracking Transverse cracking
However, most PCC pavements can be rub- Transverse cracking Surface defects
blized in an appropriate manner and overlaid Joint deficiencies Map cracking/scaling
with HMA. Joint seal damage Polished aggregate
Spalling of joints Popouts
Evaluation of the Existing Surface defects Miscellaneous distresses
Structure Map cracking/scaling Blowups
As with any pavement overlay project, it Polished aggregate Transverse joint deterioration
is necessary to know the existing condition Popouts Lane-to-shoulder drop off
of the pavement. It may be that existing Miscellaneous distresses Lane-to-shoulder separation
conditions are so poor that nothing short Blowups Patch deterioration
of removal and replacement is appropriate.
Faulting of transverse joints Punchouts
These are decisions that must be made by
Lane-to-shoulder drop off Spalling of longitudinal joints
the design engineer, given an appropriate
Lane-to-shoulder separation Water bleeding and pumping
engineering evaluation of the project.
Patch deterioration Longitudinal joint seal damage
The key elements of the evaluation are: Water bleeding and pumping
• Perform visual condition survey
to define the type, amount and * continuously reinforced concrete
severity of distresses.
• Cracking (corner, mid-slab, fatigue, etc.) Existing Pavement Structure
• Amount and type of patching
• Joint deficiencies Through a process of coring and/or trenching, evaluate
• Surface defects the existing pavement structure. The thickness of each
• Miscellaneous distresses existing layer, the material type, and condition should
• Evaluate existing pavement structure be determined. These data are important for the design
• Layer types (materials and strengths) of the new pavement system.
• Layer thickness A sampling plan must be developed that will provide
• Drainage an appropriate overview of the pavement section to be
• Shoulder condition rehabilitated. As a minimum, two core samples should
• Determine soil conditions.
• Soil types be taken randomly per lane mile. Core locations should
• Bearing value (modulus) be in representative cut and fill locations and staggered
• Moisture condition between lanes. Any areas of obvious structural distress
should be evaluated.
The condition of the pavement shoulder must also be
evaluated if traffic will be routed onto it while adjacent
RUBBLIZATION • IS 132 11
to Level III. As a result, the procedure recommended
4. HMA Overlay Thickness in this publication uses a similar classification. For a
Design Level I approach the designer would:
• Estimate subgrade support values (resilient
The overlay thickness design process in this publica- modulus, Mr) based on soil classifications,
tion is based on mechanistic empirical design principles, other test values such as CBR and R-value,
whereas the procedure used in IS-117, Guidelines for Use and charts
of HMA Overlays to Rehabilitate PCC Pavements was • Estimate base structural number
based on the structural capacity deficiency approach. • Estimate traffic based on general road classifica-
The difference between these approaches are that the tions
AASHTO guide relies on empirical correlations with past For the Level II approach, more precise data would
performance and models developed from experience or be collected through field investigations and laboratory
observations of past performance. In this procedure a testing to determine subgrade support, base structural
structural number is determined based on traffic and soil number, and traffic loading. For Level III design, mecha-
properties. The thickness of the various pavement layers nistic empirical design procedures such as the PerRoad
is then determined by layer coefficients and thickness for analysis design software and would be used to determine
the different materials used in the pavement structure. the overlay thickness.
While this procedure has served us well for many Level I is the most direct and simplest solution to
years, it cannot accurately account for traffic loadings the determination of an HMA overlay thickness. Sim-
and material properties beyond the observed conditions plifying assumptions are made to establish “typical”
used to develop the models. Mechanistic empirical de- overlay variables. Subgrade support and traffic are
signs are based on engineering properties of the materi- expressed in subjective categories rather than requiring
als and their calculated responses to loading. Stresses the selection of a specific value. This simplified Level
and strains may be calculated at various depths in the I approach leads to a set of tables to provide a recom-
pavement structure. These stresses and strains can then mended overlay thickness for different combinations of
be related to performance based on empirical relation- design conditions. In general, a Level I analysis would
ships. The advantage to this procedure is that we can be expected to generate a thicker, more conservative
calculate pavement responses to different loading situ- HMA overlay.
ations and material properties and relate this response Level II requires an enhanced engineering effort to
to performance. select appropriate input values for the variables used in
The design procedure recommended in this publica- the HMA overlay thickness determination. The engineer
tion was developed using the PerRoad software which must select specific design values for:
is available from the Asphalt Pavement Alliance for the
• Subgrade support
design of Perpetual Pavements. The PerRoad software
is a layer/elastic software that can calculate stresses and • Resilient modulus (Mr)
strains in different pavement layers. Of key interest to • Design traffic repetitions
pavement designers are the horizontal tensile strain at the • Axle loadings (ESAL)
bottom of the asphalt layer and the vertical compressive • Structural layer coefficients
strain at the top of the subgrade. The horizontal tensile
strain at the bottom of the asphalt layer has been shown • Existing subbase layers (asb)
to be related to alligator or fatigue cracking in the HMA. The solution for the Level II approach is accom-
Vertical compressive strain at the top of the subgrade is plished through a set of graphs developed using data
related to permanent deformation deep in the pavement from the PCS Law Study and PerRoad software.
structure. The Level III overlay thickness determination repre-
NAPA’s IS-117 describes three different levels of sents the most detailed solution approach. This solution
engineering evaluation, Level I, Level II, and Level III. requires the use of the PerRoad software to determine
The concept is that the level of engineering effort for the the required overlay thickness. The use of this software
evaluation process should be consistent with the relative requires input of structural values, modulus values, and
importance and the cost of the project. An increasing Poisson’s ratio for each pavement layer. Other inputs
engineering evaluation effort is required from Level I include traffic as a load spectra and failure criteria. Us-
Table 4.1
Level I Design Traffic Categories
Design ESAL Value < 5 x106 5 x106 – 107 107 – 20x107 > 20x107
RUBBLIZATION • IS 132 13
Figure 4.1
Typical subgrade soil categories
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Good to Fair Condition Poor to Very Poor Condition Excellent Drainage Fair Drainage Very Poor Drainage
2.6 2.6
2.4 2.4
2.2 2.2
2 2
1.8 1.8
Structural Number
Structural Number
1.6 1.6
1.4 1.4
1.2 1.2
1 1
0.8 0.8
0.6 0.6
0.4 0.4
0.2 0.2
0 0
0 1 2 3 4 5 6 7 8 9 10 11 12 0 1 2 3 4 5 6 7 8 9 10 11 12
Hsb: Subbase Thickenss, inches Hsb: Subbase Thickness, inches
Good to Very Good Condition Poor to Very Poor Condition Excellent Drainage Fair Drainage Very Poor Drainage
2.6 2.6
2.4 2.4
2.2 2.2
2 2
1.8 1.8
Structural Number
Structural Number
1.6 1.6
1.4 1.4
1.2 1.2
1 1
0.8 0.8
0.6 0.6
0.4 0.4
0.2 0.2
0 0
0 1 2 3 4 5 6 7 8 9 10 11 12 0 1 2 3 4 5 6 7 8 9 10 11 12
Hsb: Subbase Thickness, inches Hsb: Subbase Thickness, inches
RUBBLIZATION • IS 132 15
Step 5: Select Appropriate HMA Overlay Thickness Figure 4.6 illustrates the use of the thickness tables.
Table and Read Overlay Thickness. The example shown is for the following conditions:
From steps 1 through 4, the design engineer has
PCC Type: JPCP (Jointed Plain Concrete Pavement)
identified the PCC type and thickness, the design traffic
Fracture Mode: Rubblization
category, the subgrade soil classification, and the total
PCC Thickness: 8.0 inches
subbase SN. The next and final step is to determine the
Design Traffic Category: Heavy Traffic
overlay thickness required. For the Level I analysis, the
overlay thickness is obtained from a series of tables for Subgrade Soil Category: Medium Subgrade Support
different pavement types and conditions. Total Subbase SN: SNsb = 1.2
HMA Overlay Thickness = 7.0 inches
Figure 4.6
HMA overlay thickness example
Existing Structural
PCC slab number Medium Traffic Heavy Traffic
thickness subbase
H(pcc) Total Subgrade Soil Category Subgrade Soil Category
(in.) SNsb Poor Med Good Exc Poor Med Good Exc
Table 4.2 (see page 15) provides overlay thickness than the values given in IS-117. Ten years of experience
design information for all concrete pavements including since the publication of IS-117 have shown that, in spite
jointed plain concrete pavements (JPCP), jointed rein- of the fact that the minimum values may have satisfied
forced concrete pavements (JRCP), and continuously theoretical structural requirements, some of the minimum
reinforced concrete pavements (CRCP). The values in values in IS-117 were too thin. General industry opinion
the tables already incorporate recommended minimum today is that the minimum overlay thickness should be 5
HMA overlay thickness as a function of traffic. The inches with some exceptions for low-volume roads.
minimum values shown in these tables are different
7 0 8.50 6.00 5.00 5.00 10.00 7.50 6.00 6.00 12.00 9.00 7.00 7.00 15.50 12.50 9.50 8.00
7 0.4 8.50 6.00 5.00 5.00 10.00 7.50 6.00 6.00 12.00 9.00 7.00 7.00 15.50 12.50 8.50 8.00
7 0.8 8.00 5.00 5.00 5.00 9.50 6.50 6.00 6.00 11.00 8.00 7.00 7.00 14.50 11.50 8.00 8.00
7 1.2 7.00 5.00 5.00 5.00 9.00 6.00 6.00 6.00 10.50 7.00 7.00 7.00 14.50 10.50 8.00 8.00
7 1.6 6.50 5.00 5.00 5.00 8.50 6.00 6.00 6.00 9.50 7.00 7.00 7.00 13.5 9.50 8.00 8.00
7 2.0 5.50 5.00 5.00 5.00 7.50 6.00 6.00 6.00 9.00 7.00 7.00 7.00 13.5 8.00 8.00 8.00
8 0 7.00 5.00 5.00 5.00 9.00 6.50 6.00 6.00 10.50 8.00 7.00 7.00 14.00 11.50 8.50 8.00
8 0.4 7.00 5.00 5.00 5.00 9.00 6.50 6.00 6.00 10.50 8.00 7.00 7.00 14.00 11.00 8.00 8.00
8 0.8 7.00 5.00 5.00 5.00 9.00 6.00 6.00 6.00 10.50 7.00 7.00 7.00 14.00 10.50 8.00 8.00
8 1.2 6.50 5.00 5.00 5.00 8.00 6.00 6.00 6.00 9.50 7.00 7.00 7.00 13.50 9.50 8.00 8.00
8 1.6 5.50 5.00 5.00 5.00 7.00 6.00 6.00 6.00 9.00 7.00 7.00 7.00 13.00 9.00 8.00 8.00
8 2.0 5.00 5.00 5.00 5.00 6.00 6.00 6.00 6.00 8.00 7.00 7.00 7.00 12.00 8.00 8.00 8.00
9 0 6.00 5.00 5.00 5.00 7.50 6.00 6.00 6.00 9.50 7.00 7.00 7.00 13.00 10.5 8.00 8.00
9 0.4 6.00 5.00 5.00 5.00 7.50 6.00 6.00 6.00 9.50 7.00 7.00 7.00 13.00 10.00 8.00 8.00
9 0.8 6.00 5.00 5.00 5.00 7.50 6.00 6.00 6.00 9.50 7.00 7.00 7.00 13.00 9.50 8.00 8.00
9 1.2 5.00 5.00 5.00 5.00 6.50 6.00 6.00 6.00 8.50 7.00 7.00 7.00 12.50 8.50 8.00 8.00
9 1.6 5.00 5.00 5.00 5.00 6.00 6.00 6.00 6.00 8.00 7.00 7.00 7.00 12.00 8.00 8.00 8.00
9 2.0 5.00 5.00 5.00 5.00 6.00 6.00 6.00 6.00 7.00 7.00 7.00 7.00 11.00 8.00 8.00 8.00
10 0 5.00 5.00 5.00 5.00 6.50 6.00 6.00 6.00 8.50 7.00 7.00 7.00 12.00 9.50 8.00 8.00
10 0.4 5.00 5.00 5.00 5.00 6.50 6.00 6.00 6.00 8.50 7.00 7.00 7.00 12.00 9.50 8.00 8.00
10 0.8 5.00 5.00 5.00 5.00 6.50 6.00 6.00 6.00 8.50 7.00 7.00 7.00 12.00 8.50 8.00 8.00
10 1.2 5.00 5.00 5.00 5.00 6.00 6.00 6.00 6.00 7.50 7.00 7.00 7.00 11.5 8.00 8.00 8.00
10 1.6 5.00 5.00 5.00 5.00 6.00 6.00 6.00 6.00 7.00 7.00 7.00 7.00 11.00 8.00 8.00 8.00
10 2.0 5.00 5.00 5.00 5.00 6.00 6.00 6.00 5.00 7.00 7.00 7.00 7.00 10.00 8.00 8.00 8.00
11 0 5.00 5.00 5.00 5.00 6.00 6.00 6.00 6.00 7.50 7.00 7.00 7.00 11.00 8.50 8.00 8.00
11 0.4 5.00 5.00 5.00 5.00 6.00 6.00 6.00 6.00 7.50 7.00 7.00 7.00 11.00 8.50 8.00 8.00
11 0.8 5.00 5.00 5.00 5.00 6.00 6.00 6.00 6.00 7.00 7.00 7.00 7.00 10.00 8.00 8.00 8.00
11 1.2 5.00 5.00 5.00 5.00 6.00 6.00 6.00 6.00 7.00 7.00 7.00 7.00 10.00 8.00 8.00 8.00
11 1.6 5.00 5.00 5.00 5.00 6.00 6.00 6.00 6.00 7.00 7.00 7.00 7.00 9.00 8.00 8.00 8.00
11 2.0 5.00 5.00 5.00 5.00 6.00 6.00 6.00 6.00 7.00 7.00 7.00 7.00 8.50 8.00 8.00 8.00
12 0 5.00 5.00 5.00 5.00 6.00 6.00 6.00 6.00 7.00 7.00 7.00 7.00 10.00 8.00 9.50 8.00
12 0.4 5.00 5.00 5.00 5.00 6.00 6.00 6.00 6.00 7.00 7.00 7.00 7.00 10.00 8.00 8.50 8.00
12 0.8 5.00 5.00 5.00 5.00 6.00 6.00 6.00 6.00 7.00 7.00 7.00 7.00 10.00 8.00 8.00 8.00
12 1.2 5.00 5.00 5.00 5.00 6.00 6.00 6.00 6.00 7.00 7.00 7.00 7.00 10.00 8.00 8.00 8.00
12 1.6 5.00 5.00 5.00 5.00 6.00 6.00 6.00 6.00 7.00 7.00 7.00 7.00 9.00 8.00 8.00 8.00
12 2.0 5.00 5.00 5.00 5.00 6.00 6.00 6.00 6.00 7.00 7.00 7.00 7.00 8.00 8.00 8.00 8.00
RUBBLIZATION • IS 132 17
Level II Approach during the previous performance life of the pavement.
The solution to the HMA overlay thickness deter- It is likely that some additional damage will occur to the
mination used in the Level II approach is an enhanced stabilized layer during the rubblization process. As a
engineering analysis of the Level 1 tabular solution pro- result, typical values of asb for cement and asphalt treated
cedure. In the Level II approach, the engineer is required materials used in new construction must be reduced ac-
to determine or select specific design input values for cordingly to compensate for possible loss of strength.
the following variables: If specific information is not available, the engineer can
ESAL: Design traffic value use the procedure discussed for Level I to determine the
hPCC = PCC slab thickness (inches) Structural Number of the subbase layers.
Mr: Design subgrade modulus
Level II Graphical Solution
SNsb: Subbase layers structural numbers
for Thickness Design
ESAL: Design Traffic Value
The graphical solution to overlay thickness design
The design traffic for Level II analysis is based upon
provides a simple method with minimal input require-
the expected equivalent single axle loads (ESAL) antici-
ments. To determine the overlay thickness:
pated during the design period for the overlay. ESAL is
• Select the appropriate chart based on the thickness of
a widely used and accepted industry standard for quan-
the rubblized concrete and structural number of the
tifying traffic loads. The values used in the graphs are
subbase (SNsb).
million equivalent single axle loads (MESAL).
• Draw a vertical line upward from the subgrade modu-
Mr: Design Subgrade Modulus lus value until it intersects the traffic value.
The subgrade support is characterized by the resilient • Draw a horizontal line from this intersection to the
modulus parameter, Mr. It is difficult to use lab results y-axis, and read the overlay thickness required.
of resilient modulus tests directly into the solution pro- Figure 4.7 illustrates the use of the graphical solution.
cedure. Correlations between conventional subgrade
design parameters such as CBR and R-value to the The example shown is for the following conditions:
resilient modulus value of subgrade soils have been PCC type: JPCP (jointed plain concrete pavement)
established. Figure 4.3 illustrates these correlations. Fracture mode: Rubblization
However, some agencies are developing experience and PCC thickness: 8.0 inches
confidence in performing resilient modulus testing. If Design traffic: 50 MESAL
lab or field (FWD) estimated resilient modulus data are Subgrade modulus: 7 ksi
available that represent a cross section of materials for Total subbase SN: SNsb = 1.2
the project, they may be used in lieu of the correlation to HMA Overlay Thickness = 8.5 inches
other properties. It is recommended that the correlation
be used to verify the lab test properties.
Figure 4.7
SNsb: Subbase Layer Structural Number
Example Level II design
The structural number of the subbase (SNsb) is
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of subbase. This structural number is determined
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RUBBLIZATION • IS 132 19
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RUBBLIZATION • IS 132 21
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RUBBLIZATION • IS 132 23
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RUBBLIZATION • IS 132 25
been exceeded by one or more loads for the seasonal the program randomly selects values within the moduli
material strength value(s). It does not necessarily mean and thickness variability inputs to develop a range of
that it should not be considered a Perpetual Pavement. outputs. This type of analysis presents a risk assessment
However, it may be used as a quick check before run- of the probability that a given threshold value will not be
ning a probabilistic analysis to see if the limiting strain exceeded as well as an indication of the rate of damage
criteria are greatly exceeded. from loads causing the criteria to be exceeded. For infor-
A probabilistic analysis needs to be run to truly evalu- mation on criteria for evaluating pavement performance
ate the pavement structure. For the probabilistic analysis using this program, refer to the PerRoad Guide.
Contractors, engineers, and agency personnel examine a test pit at a rubblization project.
RUBBLIZATION • IS 132 27
pavement foundation is weak, flotation tires are used to Other Equipment
spread the weight of the 60,000-pound machine. Other types of pavement breaking equipment have
Figures 5.3 and 5.4 illustrate two models of RFB, been used to rubblize PCC pavements and are discussed
manufactured by Resonant Machines Inc., Tulsa Okla- in NAPA’s IS-117. However, recent experience in the
homa (www.resonantmachines.com). U.S. has shown that the multi-head breaker and resonant
The RFB can also be fitted with high flotation tires, frequency breaker are the two most common approaches
thereby allowing operation on pavement sections that for rubblizing PCC.
are thinner or have soft subgrades. Note the difference
in tire widths between Figure 5.2 and 5.3.
RUBBLIZATION • IS 132 29
rubblizing is to produce a structurally sound base by a rubblizer has in some cases been used, followed by
which prevents reflective cracking by obliterating the the rubblizer. Multiple rubblizing devices are also used
existing pavement distresses and joints. The intent to improve productivity of the operation.
is not to meet a gradation requirement. Regardless of the equipment used, typical production
It must be remembered that the rubblized layer must for the rubblization operation is approximately one lane
provide a working platform for paving operations and a mile per work day per machine.
stable foundation for the pavement overlay. If isolated
areas of weak subgrade exist, appropriate actions must Compaction after Rubblization
be taken to repair these areas. In many cases this can The purpose of compacting the rubblized pavement
require overexcavating the soft subgrade and replacing surface is to ensure adequate seating of the rubblized
it with compacted aggregate base and/or HMA. In some segments and to provide a compacted surface upon which
cases, adjustment of the rubblization process is appropri- the HMA overlay can be placed. A vibratory roller is
ate. It may be necessary and appropriate to modify the normally used to compact and prepare the rubblized
rubblization process to introduce less energy into the surface for placement of the HMA overlay.
PCC pavement, thereby producing larger particle sizes The MHB and RFB have slightly different compaction
which conserve more structural support. requirements. For the RFB, a 10-ton tandem vibratory
Traffic should not be allowed on the compacted rub- steel wheel roller is used in low amplitude and high-
blized slab, due to the risk of “unseating” the particles. frequency settings. This is a typical HMA roller. The
There may need to be an exception for cross traffic at operation is very similar to compacting about 2 inches
intersections, if speeds can be kept low . The amount of HMA. Some agencies use an 8- to 10-ton pneumatic
and weight of construction traffic on the rubblized sur- roller to smooth the surface prior to placement of the
face should also be minimized, especially in areas with overlay. Louisiana requires the pneumatic roller to make
weak subgrade. one pass after the initial pass with the vibratory roller.
Light to moderate rainfall does not affect the rub- Two additional passes of the vibratory roller are made
blization operation. Work might need to be stopped after the pneumatic pass.
for safety reasons if heavy rain and/or lightning occur. For the MHB , the first compaction passes are per-
Rubblized PCC drains well, especially if the edge drains formed with a vibratory roller that has been fitted with a
are functioning properly. Therefore, paving operations “Z” or Elliott grid. The purpose of the Z grid is to further
can usually begin shortly after the rain has stopped. pulverize the broken concrete particles at the surface.
If, however, the rubblizing is being performed over This piece of equipment is shown in Figure 6.1. Some
a moisture-sensitive subgrade, the rubblizing/paving agencies then require a pass with a 10-ton pneumatic
operations should be coordinated to minimize exposure roller. A vibratory roller with a smooth drum is used
of the subgrade to excessive moisture. Generally, it is for two final passes.
recommended that the HMA overlay be placed over a In either compaction scenario, it may be necessary to
properly prepared rubblized PCC pavement within a reduce the vibratory amplitude to prevent damage to the
24-hour period after the compaction process. subgrade or underground utilities. This is particularly
Some contractors use water to control dust until the true in areas of weak or wet subgrade.
HMA overlay is placed. The quantity of water used is Observation of the compaction process is an effec-
relatively low and should not affect the subgrade. tive method to determine the stability of the rubblized
Consideration must be given to the effect of vibration layer. Proof rolling with a loaded tandem-axle truck after
and impact on buildings in close proximity to the project compaction is a quick and effective way to determine the
where rubblization is being performed. stability of the rubblized layer. This would only be done
Rubblization has been successfully performed on PCC if the engineer has concerns about the stability of the
pavements ranging from local roads to interstate high- rubblized section after the compaction is completed.
ways to airfield pavements. Using either MHB or RFB,
the contractor must determine an optimum operation to Troubleshooting Rubblizing Operations
successfully rubblize the slabs. It may be necessary to Rubblization is not for every pavement. As an ex-
use multiple pieces of equipment to accomplish adequate ample, it may not be possible to properly rubblize thin
fracturing of the PCC. As an example, when rubblizing PCC pavements (less than 6 inches) on poor subgrade
thick airfield pavements, a guillotine breaker followed with high moisture content. Other slab fracturing tech-
RUBBLIZATION • IS 132 31
than for a conventional overlay that is being placed on
7. Placing the HMA Overlay a pavement that is already carrying traffic.
Through the rubblization process, the PCC has been
The paving of an HMA overlay on a rubblized and reduced to the approximate load carrying capacity of
compacted PCC surface is very similar to paving on a unbound base course. As a result, the road builder must
prepared crushed aggregate base. Care must be taken note the thickness of the first lift of HMA that is to be
to maintain the compacted condition of the rubblized placed on the rubblized surface. The first lift of HMA
surface up to the time of paving. A vibratory steel roller must be thick enough to adequately cover the rubblized
may be used to recompact the rubblized surface if local PCC surface and carry traffic temporarily until the addi-
and/or construction traffic has loosened the rubblized tional lifts are paved. The number of large trucks and the
surface. Of course, the best plan is to not allow traffic type of base determine the minimum thickness needed to
on the rubblized surface. carry traffic. If the project includes making cross slope
Tack or prime coats should not be used on the rub- corrections with the first lift, there could be a variable
blized surface to avoid pick-up of the rubblized surface thickness of the lift placed. If this is the case, attention
by construction equipment. must be paid to maintaining an adequate thickness not
The first lift of HMA on the rubblized surface should only at the centerline, but also at the edge of the pave-
be placed with a tracked paver. Experience has shown ment. In areas of low base/subgrade support, additional
that a rubber-tired paver may cause movement of the thickness of the HMA or removal and replacement of
rubblized PCC, causing a reduction in smoothness of soft soils may also be required.
the HMA overlay. After placement of the first lift of NAPA recommends that traffic not be allowed on the
HMA, any type of paver may be used. rubblized surface until the minimum HMA thickness (5
After the rubblization process is completed, asphalt inches for low and medium traffic, 6 inches for heavy
overlays are placed to accommodate the structural traffic and 8 inches for very heavy traffic) for the type
requirements established in Chapter 4 for the traffic, of facility has been placed.
subgrade, and environmental conditions. As with most If the thickness of the HMA overlay is decreased when
paving operations, traffic can be placed on the intermedi- approaching a bridge or overpass, rubblizing should stop
ate HMA lifts to accommodate construction scheduling. at the point where the thickness of the overlay begins to
This situation presents a different set of circumstances decrease. Removing and replacing bridge approaches
with full-depth asphalt is recommended to prevent reflec-
tive cracking in these areas. The length for the transition
Figure 7.1
Paving on rubblized surface necessary to provide a smooth transition to the bridge
varies depending on grade. The designed
thickness of the overlay should be maintained
over all rubblized areas.
If a yielding subgrade is identified in the
operation, it is highly recommended that
the soft material be removed down to stable
material and backfilled with approved fill to
the bottom elevation of the concrete. Fixing
the problem by removing and replacing the
yielding materials is always the best course
of action. Placement and operation of edge
drains prior to rubblization will help evacuate
the water from the top of the subgrade and
strengthen the soil.
RUBBLIZATION • IS 132 33
Bibliography
NAPA: Guidelines for Use of HMA Overlays to Rehabili- Harmelink, Donna, Hutter, Werner and Vickers, Jeff, “In-
tate PCC Pavements, (IS-117), 1994. terstate Asphalt Demonstration Project NH 0762-038
Illinois Department of Transportation: Guidelines for (Rubblization)”, Colorado Department of Transporta-
Rubblizing PCC Pavement and Designing a Bituminous tion, Research Report No. CDOT-DTD-R-2000-4.
Concrete Overlay, 2001. Fitts, G.L., “Performance Observations of Rubblized
IDOT: Special Provision for Rubblizing PCC Pavement, PCC Pavements,” Second International Symposium
2001. on Maintenance and Rehabilitation of Pavements and
Technological Control, Auburn, Ala., 2001.
IDOT: Construction Memorandum No. 01-40, Rubblizing
PCC Pavement and Placing a Bituminous Concrete Heckel, L.B., “Rubblizing with Bituminous Concrete
Overlay, 2001. Overlay – 10 Years’ Experience in Illinois,” Illinois
Department of Transportation, Physical Research Re-
Wolters, R.O. and Thomas, J.M., Best Management Prac- port No. 137, April 2002.
tices for Rubblizing Concrete Pavements, 2003.
American Concrete Pavement Association, “Rubblizing
Interview with Gary Fitts, Asphalt Institute Field Engineer, of Concrete Pavements: A Discussion of its Use,”
San Antonio, Texas. Technical Information Report, 1998.
Interview with Jay Hensley, Asphalt Consultant, Pea Ridge, Thompson, M.R., “Hot-Mix Asphalt Overlay Design
Arkansas. Concepts for Rubblized Portland Cement Concrete
Interview with Marshall Thompson, Professor Emeritus, Pavements,” Transportation Research Record No.
University of Illinois, Champaign, Illinois. 1684, TRB, 1999.
Interview with George Shinners, Antigo Construction Inc., Bemanian, Sohila, and Sebaaly, Peter, “Cost-Effective
Wisconsin. Rehabilitation of Portland Cement Concrete Pavement
Interview with Phil Kirk, Resonant Machines Inc., Okla- in Nevada,” Transportation Research Record No. 1684,
homa. TRB, 1999.
Distress Identification Manual for the Long-Term Pave- Ksaibati, Khaled, Miley, William, and Armaghani, Jamshid,
ment Performance Project, SHRP-P-338. “Rubblization of Concrete Pavements,” Transportation
New York State Department of Transportation: Rubbliz- Research Record No. 1684, TRB, 1999.
ing Existing Portland Cement Concrete Pavement, EI Galal, K.A., Coree, B.J., Haddock, J.E., and White, T.D.,
96-030, 1996. “Structural Adequacy of Rubblized Portland Cement
Michigan Asphalt Pavement Association: HMA Overlay Concrete Pavement,” Transportation Research Record
Design Study for Rubblization of PCC Slabs, Report No. 1684, TRB, 1999.
No. 3066, Harold Von Quintus, 2001. Rubblization, Asphaltopics, Ontario Hot Mix Producers
Wisconsin DOT: Standard Specifications Section 335 Association, December 2000, Toronto, Canada.
Rubblized Pavement.
WisDOT: Facilities Development Manual, Chapter 14,
Section 25, Subject 15, “Concrete Pavement Rubbliza-
tion,” 2002.
WisDOT: Construction and Materials Manual, Chapter 5,
Section 5.5, Rubblizing Concrete Pavement, 2003.
Badger State Highway Equipment, MHB Badger Breaker.
Arkansas State Highway and Transportation Department
(AHTD: Standard Specifications Section 513 “Rub-
blizing Portland Cement Concrete Pavement.”
Louisiana DOT: Standard Specifications Section 734
“Rubblizing Portland Cement Concrete Pavement.”
Boyer, Bob, and Goree, Ronnie, “Rubblizing Concrete
Pavement in the United States,” International Construc-
tion Magazine, 2000.
Symbol When You Know Multiply By To Find Symbol Symbol When You Know Multiply By To Find Symbol
LENGTH LENGTH
inches inches 25.4 millimeters mm mm millimeters 0.039 inches in
ft feet 0.305 meters m m meters 3.28 feet ft
yd yards 0.914 meters m m meters 1.09 yards yd
mi miles 1.61 kilometers km km kilometers 0.621 miles mi
AREA AREA
in2 square inches 645.2 millimeters squared mm2 mm2 millimeters squared 0.0016 square inches in2
ft2 square feet 0.093 meters squared m2 m2 meters squared 10.764 square feet ft2
yd2 square yards 0.836 meters squared m2 ha hectares 2.47 acres ac
ac acres 0.405 hectares ha km2 kilometers squared 0.386 square miles mi2
mi2 square miles 2.59 kilometers squared km2
VOLUME VOLUME
fl oz fluid ounces 29.57 milliliters mL mL milliliters 0.034 fluid ounces fl oz
gal gallons 3.785 liters L L liters 0.264 gallons gal
ft3 cubic feet 0.028 meters cubed m3 m3 meters cubed 35.315 cubic feet ft3
yd3 cubic yards 0.765 meters cubed m3 m3 meters cubed 1.308 cubic yards yd3
NOTE: Volumes greater than 1000 L shall be shown in m3.
MASS MASS
oz ounces 28.35 grams g g grams 0.035 ounces oz
lb pounds 0.454 kilograms kg kg kilograms 2.205 pounds lb
T short tons 0.907 megagrams Mg Mg megagrams 1.102 short tons(2000 lb) T
(2000 lb)
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