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Information Series 132

NATIONAL ASPHALT
PAVEMENT ASSOCIATION

Rubblization

Design and Construction Guidelines


on Rubblizing and Overlaying
PCC Pavements with Hot-Mix Asphalt
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digitized document may be out of date. Please use the
contact information on this page if you wish to reach
the assocation.

National Asphalt Pavement Association


5100 Forbes Boulevard
Lanham, Maryland 20706-4407
 888-468-6499 (toll free)
 301-731-4748
 301-731-4621
h napa@asphaltpavement.org
 www.asphaltpavement.org
This publication is designed to provide information of interest to NAPA members and is not
to be considered a publication of standards or regulations. The views of the author expressed
herein does not necessarily reflect the decision making process of NAPA with regard to advice
or opinions on the merits of certain processes, procedures or equipment.

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© 2006 National Asphalt Pavement Association


Information Series 132
Printed 1/06
Rubblization
Design and Construction Guidelines
on Rubblizing and Overlaying
PCC Pavements with Hot-Mix Asphalt

By
Dale Decker, P.E.

NATIONAL ASPHALT PAVEMENT ASSOCIATION


NAPA Building ■ 5100 Forbes Blvd. ■ Lanham, MD 20706-4407
Toll Free: 888-468-6499 ■ Tel: 301-731-4748 ■ Fax: 301-731-4621
www.hotmix.org ■ napa@hotmix.org
CONTENTS

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

joint or crack. The reflection cracking problem must be


1. Introduction addressed in the HMA overlay design phase if long-term
performance of the overlay is to be achieved.
Rehabilitation of existing pavements is one of the The best way to control reflection cracking in an HMA
greatest pavement priorities facing local, state, and fed- overlay over a PCC pavement is to fracture the slabs
eral transportation agencies. The use of hot-mix asphalt prior to placement of the HMA overlay. “Slab fractur-
(HMA) overlays presents a long-term and economical ing” techniques have proven to be an excellent method
solution to the pavement rehabilitation challenge. HMA for preparation of the PCC pavement prior to overlay
overlays increase the structural capacity of the existing with HMA. NAPA’s publication Guidelines for Use
pavement system and improve the long-term functional of HMA Overlays to Rehabilitate PCC Pavements (IS-
pavement performance including ride, noise reduction, 117), provides an exhaustive review of all slab fractur-
splash and spray, friction, and general appearance. ing techniques. The information presented in IS-117 is
In many respects, the rehabilitation of pavement based on a comprehensive national study performed by
systems is a more complex engineering task than the PCS/Law in 1991. Slab fracturing can be accomplished
design of new pavement systems. Pavement reha- by crack/seat, break/seat, and rubblization processes.
bilitation requires significant engineering judgment in Rubblization can be used to eliminate or significantly
the evaluation process. The engineer must define the reduce reflection cracking in HMA overlays placed on
problem, develop potential problem solutions and then PCC. This process is normally achieved by rubblizing
select the preferred solution. Rehabilitation of PCC the slab into fragments, resulting in destruction of the
pavements can be accomplished by concrete pavement existing slab action of the PCC pavement. Temperature
restoration (CPR), reconstruction and by resurfacing. and/or reinforcing steel, if present in the PCC pavement,
Due to the expense, time and traffic delay involved in is generally fully debonded from the concrete by this
CPR and reconstruction, resurfacing of PCC pavements approach. The rubblization process is applicable to all
with an HMA overlay is a very appealing option for types of PCC pavements.
many agencies. This publication is intended as a companion publica-
However, existing, worn-out PCC pavements pres- tion to IS-117. Its objective is to provide updated design
ent a particular problem for rehabilitation due to the and construction guidelines specific to the PCC rubbliza-
likelihood of reflection cracking when an HMA overlay tion process. A procedure is presented for determining
is used. Horizontal and vertical movements occur- the required thickness of an HMA overlay placed over
ring within the underlying PCC layer cause reflection rubblized PCC slabs, based on the mechanistic empirical
cracking. Reflection cracking can occur at any PCC design procedures.

RUBBLIZATION • IS 132 7
Figure 2.1
2. Reflection Cracking Reflection crack distress

Reflection cracking can occur in an HMA overlay over ����


any joint or crack in the PCC pavement. The current
state-of-the-technology does not provide accurate meth-
ods to predict the occurrence and growth of reflection
cracks. The National Cooperative Highway Research
Program (NCHRP) Project 1-41, Selection, Calibra-
tion, and Validation of a Reflective Cracking Model
for Asphalt Concrete Overlays began in 2003 to select,
calibrate, and validate a model for incorporation in the ����������������
�����������
future AASHTO design guide. Figure 2-1 schematically
illustrates reflection crack distress in an HMA overlay
placed over a joint or crack of an existing PCC slab. �������� �����������

Figure 2-2 illustrates the mechanism through which the


crack develops and propagates in the HMA layer. ����������������
Stresses and strains at the bottom of the HMA overlay ��������
are caused by horizontal movement of the PCC slabs due
to temperature changes, moisture changes, and vertical
movement caused by traffic loads. (2.2A). These stresses eventually result in significant deterioration of the HMA
and strains at the bottom of the HMA overlay will eventu- surface (2.2E and F). Figure 2.3 illustrates a distressed
ally cause the development of a microcrack at the bottom reflection crack area in an HMA overlay over an existing
of the HMA overlay (2.2B). With time, this microcrack PCC pavement.
will grow and eventually reflect upwards to the surface A variety of techniques have been used over the years
of the HMA overlay (2.2C and D). As temperature and in an attempt to eliminate reflection cracking in HMA
loading cycles continue, multiple cracks will form and overlays. These approaches include: sawing and sealing

Figure 2.2
Growth mechanism associated with reflection cracking

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8 NATIONAL ASPHALT PAVEMENT ASSOCIATION


the HMA overlay; use of thick HMA overlays; instal- The field-proven success and growing use of this rehab
lation of crack relief layers (including stress absorbing approach indicates that this technique no longer needs to
interlayer materials); use of modified asphalt HMA be considered as research or experimental in nature.
overlay materials; and slab fracturing prior to HMA
overlay.
Figure 2.3
Of the slab fracturing techniques, rubblizing has Reflection cracking in HMA overlay of PCC pavement
proven to be one of the most economical and successful (courtesy Antigo Construction, Inc.)
ways to eliminate reflection cracking. The underlying
principle of this approach is to significantly reduce the
effective slab length of the PCC pavement by fracturing
the slab into small fragments and destroying the bond
between reinforcing/temperature steel and concrete.
The reduction of the effective slab length will result
in minimal horizontal movements at joints and cracks
due to temperature and moisture changes. This greatly
minimizes the tensile and shear forces normally occur-
ring at the bottom of the HMA overlay.
Slab fracturing is tempered/balanced by the need to
conserve structural support. The modulus of a fractured
PCC pavement(EPCC) is a measure of structural support
and is an important parameter in the design of HMA
overlays on rehabilitated PCC systems. The greater
the degree of slab fracturing and steel-concrete debond-
ing achieved in the construction process, the lower the
modulus EPCC, and hence structural support. Thus, the
effective modulus of a fractured slab is a function of
the nominal fragment size or crack spacing actually
achieved in the slab fracturing process.
Figure 2.4 illustrates the relationship of the Figure 2.4
Influence of PCC fractured modulus upon structural
fractured slab modulus (EPCC) to both func-
and reflection crack failure
tional distress caused by reflection cracking
and structural requirements of the HMA over-
lay. As the fractured PCC modulus decreases ����� ����
(slab becomes more intensely fractured),
the likelihood of having reflection cracking ��������
������� ��������������
problems in the HMA overlay is significantly ��������� ����������������
��������������������������

reduced. However, as the fractured PCC ��������

modulus decreases, the structural capacity of


�����������������������

the fractured PCC slabs also decreases, re-


quiring a thicker HMA overlay. The ultimate ����������
���
goal is to reduce the EPCC value to a minimum
or critical value such that reflection cracking
will not occur, but not so low a value that the
capacity of the fractured slab is reduced to a
point where an excessive HMA overlay thick-
���� ���
ness is required.
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Rubblizing has been used extensively by
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many states in the last 20 years. In general, field
performance of HMA overlays on rubblized
slabs has been found to be good to excellent.

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

10 NATIONAL ASPHALT PAVEMENT ASSOCIATION


lanes are under construction. The shoulders will need to Another non-destructive tool that may be used in
be able to carry the traffic loading during the construc- evaluating pavement sections is ground penetrating
tion process. radar (GPR). GPR is useful in determining variations
As an example of evaluation criteria, Wisconsin DOT in layer thicknesses and depths and locations of under-
considers the rubblization process when one or more of ground utilities. Fluctuations in soil moisture may also
the following conditions are met: be detected with GPR.
• Greater than 20% of the concrete pavement joints FWD and GPR should always be used in conjunction
are in need of repair with coring and sampling of materials. This is important
• Greater than 20% of the concrete surface has been to gain what is often referred to as “ground truth” to cali-
patched brate the systems. However, the amount of coring and
• Greater than 20% of the concrete slabs exhibit sampling can be significantly reduced while increasing
slab breakup distress the amount of useful data.
• Greater than 20% of the project length exhibits Drainage
longitudinal joint distress greater than 4” wide. Surface and subsurface drainage for the project should
Subsurface Conditions be evaluated. For surface drainage, look for areas that
After the coring or trenching has been completed, allow water to pond next to the roadway. Also evaluate
testing of the subsurface materials, base, subbase and the cross slope of the existing pavement to determine if
soil should be performed to determine the structural corrections are necessary. If edge drains are present, they
adequacy of the foundation material. Field tests such as should be evaluated to determine they are not clogged
dynamic cone penetrometer (DCP) and field California and operating properly. If edge drains are not present,
Bearing Ratio (CBR) have been used to characterize the site soil conditions should be evaluated to determine
the materials. Laboratory testing may be performed if adding edge drains would be beneficial.
on undisturbed samples for fine-graded materials or re- Project Evaluation Report
compacted materials for coarser materials to determine To aid in the preparation of plans and specification,
modulus values, CBR or R-Value. Moisture content of additional information should be included in a project
the in-situ materials should also be determined. From evaluation report including comments on the mate-
the field data, typical values for the project can be de- rial conditions at the time of sampling, clearances for
veloped. overhead items for the project, location of utilities and
The Illinois Department of Transportation (IDOT) culverts in the pavement, location of any buildings within
recommends splitting the top 12 inches of the subgrade 50 feet of the pavement to be rubblized, and the location
into two equal layers, determining the DCP for each and condition of any underdrains in the pavement.
layer, and using the average of the two values to deter-
mine the type of rubblization method to be used. The
selection of rubblization method will be discussed later
in this publication.
The soil condition survey will provide the designer
with data to make decisions regarding the rehabilitation
process. If very soft subgrades are noted, it may be nec-
essary to limit the extent of the rubblization or in some
cases, change the processing to another rehabilitation
technique such as Break and Seat or Crack and Seat.
Non-Destructive Testing
Falling Weight Deflectometer (FWD) testing is a
non-destructive testing tool for evaluating pavement
structures. Modulus values for different layers may be
calculated from deflection data. Many locations may
be tested with FWD equipment in a short time, giving a
more complete picture of material properties along the
project length. Rubblized concrete base with HMA overlay.

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-

12 NATIONAL ASPHALT PAVEMENT ASSOCIATION


ing this software will also allow the user to design the and unified soil classifications systems are included in
overlay as a Perpetual Pavement the figure.
Step 4: Compute Existing Subbase Layer Structural
Level I Approach Number
The Level I overlay thickness determination involves For each subbase layer under the existing PCC pave-
five major steps. They are: ment, the structural contribution of these layers must
Step 1: Identify PCC thickness be evaluated by computing the combined SNsb value.
Step 2: Select appropriate traffic category Subbase layers are generally of two major types:
Treated subbase
Step 3: Select subgrade soil category
Cement treated
Step 4: Compute existing subbase layer Asphalt treated
structural number Lime treated
Step 5: Select appropriate HMA overlay table Unbound granular
and read overlay thickness Crushed stone
Step 1: Identify PCC Thickness Sand/gravel
For the unbound granular subbase materials, the
Information on the original PCC pavement type as
engineer must make an appropriate decision regarding
well as thickness can generally be determined from his-
the drainability (after the overlay has been placed) of
torical records. It is always wise to confirm the as-built
these materials. This is accomplished by subjectively
thickness of the PCC with core test results.
categorizing the anticipated drainage condition into one
Step 2: Select Design Traffic Category
of three categories (excellent, fair, or very poor).
General estimates of the future equivalent 18,000 For the treated subbase materials, the engineer must
pound single axle load (ESAL) repetitions for the overlay evaluate the general condition of the stabilized layer
life period are used for Level I. Table 4.1 indicates the prior to the rubblization process. The two categories are
four general traffic categories used and typical design good-fair and poor-very poor. The severity of deteriora-
traffic ranges for each category. The engineer must tion such as cracking in a cement-treated subbase and the
select one of these four traffic categories (low, medium, amount of moisture damage in an asphalt-treated base are
heavy, and very heavy) to proceed with the HMA overlay issues that will determine the condition category.
analysis. The structural number (SN) is determined for each
Step 3: Select Subgrade Soil Category subbase layer and added together to produce the com-
The engineer is required to assess the existing sub- bined SN for the subbase layers. Figures 4.2 through
grade support within one of four subgrade soil groups 4.5 allow the designer to determine a SN value for each
(poor, medium, good, and excellent). Figure 4.1 presents of the material types. The user must identify each sub-
information to assist the engineer in the selection. The base layer present; determine the layer thickness (h) for
four subgrade support categories and typical ranges of each layer; determine the SN for each layer from the
resilient modulus, California Bearing Ratio, resistance appropriate figure; and add the individual SN values to
value and soil classification groupings for both AASHTO determine the combined SNsb.
(PCS/Law, Guidelines and Methodologies for the Rehabilitation of Rigid High-
way Pavements Using Asphalt Concrete Overlays, 1991.)

Table 4.1
Level I Design Traffic Categories

Traffic Category Low Medium Heavy Very Heavy

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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14 NATIONAL ASPHALT PAVEMENT ASSOCIATION


Figure 4.2 Figure 4.4
Asphalt treated base Crushed stone base

Asphalt Treated Base Crushed Stone Base

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

Figure 4.3 Figure 4.5


Cement treated base Sand/gravel base

Cement Treated Base Sand/Gravel Base

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

Required HMA Overlay Thickness (inches)

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

7 0 10.00 7.50 6.00 6.00 12.00 9.00 7.00 7.00


7 0.4 10.00 7.50 6.00 6.00 12.00 9.00 7.00 7.00
7 0.8 9.50 6.50 6.00 6.00 11.00 8.00 7.00 7.00
7 1.2 9.00 6.00 6.00 6.00 10.50 7.00 7.00 7.00
7 1.6 8.50 6.00 6.00 6.00 9.50 7.00 7.00 7.00
7 2.0 7.50 6.00 6.00 6.00 9.00 7.00 7.00 7.00
HMA Overlay Thickness = 7 inches
8 0 9.00 6.50 6.00 6.00 10.50 8.00 7.00 7.00
8 0.4 9.00 6.50 6.00 6.00 10.50 8.00 7.00 7.00
8 0.8 9.00 6.00 6.00 6.00 10.50 7.00 7.00 7.00
8 1.2 8.00 6.00 6.00 6.00 9.50 7.00 7.00 7.00
8 1.6 7.00 6.00 6.00 6.00 9.00 7.00 7.00 7.00
8 2.0 6.00 6.00 6.00 6.00 8.00 7.00 7.00 7.00

9 0 7.50 6.00 6.00 6.00 9.50 7.00 7.00 7.00


9 0.4 7.50 6.00 6.00 6.00 9.50 7.00 7.00 7.00

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

16 NATIONAL ASPHALT PAVEMENT ASSOCIATION


Table 4.2
All concrete pavements – fracture mode: rubblization
Required HMA Overlay Thickness (inches)
Existing Structural
PCC slab number Low Traffic Medium Traffic Heavy Traffic VERY HEAVY TRAFFIC
thickness subbase
H(pcc) Total Subgrade Soil Category Subgrade Soil Category Subgrade Soil Category Subgrade Soil Category
(in.) SNsb Poor Med Good Exc Poor Med Good Exc Poor Med Good Exc Poor Med Good Exc

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
the sum of the structural number for each layer ������������������������������������������
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ment layer due to subsequent damage incurred

18 NATIONAL ASPHALT PAVEMENT ASSOCIATION


Figure 4.8
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RUBBLIZATION • IS 132 19
Figure 4.9
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20 NATIONAL ASPHALT PAVEMENT ASSOCIATION


Figure 4.10
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RUBBLIZATION • IS 132 21
Figure 4.11
Level II overlay design charts 10” rubblized PCC

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22 NATIONAL ASPHALT PAVEMENT ASSOCIATION


Figure 4.12
Level II 0verlay design charts 11” rubblized PCC

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RUBBLIZATION • IS 132 23
Figure 4.13
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24 NATIONAL ASPHALT PAVEMENT ASSOCIATION


Level III PerRoad Layer Elastic Analysis assumed to result in no damage to the pavement struc-
The Level III design requires the use of PerRoad ture. For HMA pavements the recommended limiting
software which is available for download from the As- strain criteria are:
phalt Pavement Alliance at www.asphaltalliance.com. Fatigue:
PerRoad is a mechanistic-based procedure for the design Horizontal tensile strain at bottom of asphalt
of flexible long-life or Perpetual Pavement structures. = 70 x 10-6
The procedure was developed at the National Center
Rutting:
for Asphalt Technology (NCAT) at Auburn University
Vertical compressive strain at top of subgrade
in conjunction with the Asphalt Pavement Alliance
= 200 x 10-6
(APA).
The design software utilizes layered elastic theory to Transfer functions are used to equate strain levels
compute critical pavement responses under axle load to damage. A number of transfer functions have been
spectra. Monte Carlo simulation is used to model the proposed by researchers. Transfer functions used in the
uncertainty corresponding to material, loading, and software are:
construction variability. The program can be used as
1 k2
a design and analysis tool to assess the likelihood that
critical pavement responses will exceed a threshold set
Fatigue: Nf = k1 — [ ]
 t

by the analyst. Additionally, transfer functions may be


1 k2
used to determine a damage accumulation rate for pave-
ment responses exceeding the threshold.
Rutting:: Nf = k1 [ ]

v

The following is a description of some of the inputs


required for the software. A detailed description of the Nf = Number of load cycles to failure
required inputs and how to run the software is available k1, k2 = Constants
from the Asphalt Pavement Alliance web site. t = Tensile strain at the bottom of the asphalt layer
Traffic v = Vertical strain at the top of the subgrade layer
Traffic loading is input by load spectra, which breaks
down the traffic loads by axle types and axle weights. Constants used in the transfer functions to develop
Load spectra may be obtained from FHWA W4 tables the Level II design graphs were:
or from default values provided with the software.
Structure Fatigue: k1 = 2.83 x10-6
Material properties for two to five layers (includ- k2 = 3.15
ing the subgrade) can be analyzed with this software.
Material property inputs include resilient modulus (Mr), Rutting: k1 = 6.03x10-8
Poisson’s ratio, and variability. Material properties for k2 = 3.87
each layer can also be changed for up to five seasons to
account for variations due to temperature and moisture These values were determined for pavements at the
throughout the year. Typical values of resilient modulus Minnesota Road Research Project that showed fatigue
and Poisson’s ratio for a variety of materials, includ- and deep rutting distresses, and they may vary according
ing rubblized concrete, may be found in the PerRoad to soil, climate, materials and traffic.
Guide. Analysis
A key element of this software is that performance After all the data have been entered for traffic loads
criteria are used to calculate accumulated damage from and structure, the analysis may be performed. Either a
the traffic. While the user can select any performance deterministic or probabilistic analysis may be run.
criteria desired, typically horizontal tensile strain at the If the deterministic analysis is selected, the program
bottom of the asphalt and vertical compressive strain at will run through the seasons and loads that have been
the top of the subgrade are generally used for flexible input. If the limiting strain values have been exceeded,
pavements. For Perpetual Pavements another key ele- the program will indicate that the structure does not meet
ment of the performance criteria is limiting strains. A the criteria and what the worst case pavement response is.
limiting strain is a strain value which if not exceeded is This only indicates that the limiting strain criteria have

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.

26 NATIONAL ASPHALT PAVEMENT ASSOCIATION


Figure 5.1 illustrates the MHB fitted with hammer
5. Rubblization Equipment pairs. This MHB is manufactured by Badger State High-
way Equipment Inc., Antigo, Wis.
Rubblization requires the use of highly specialized Figure 5.2 illustrates the MHB fitted with single
equipment to break the concrete down to a specified hammers. This MHB is manufactured by Specialties
maximum particle size. There are two basic types of Company, LLC, Indianapolis.
self-contained, self-propelled devices for rubblizing
PCC pavements. Resonant Frequency Breaker
The resonant frequency breaker (RFB) is a self-pro-
Multi-Head Breaker pelled device that utilizes high-frequency, low-amplitude
The multi-head breaker (MHB) has 12 to 16 1,200 impacts with a foot force of 2,000 pounds. The foot is
to 1,500 pound drop hammers mounted laterally, either located at the end of a pedestal that is attached to a beam
in pairs offset between two rows, or singularly in-line. and counter weight. The force applied to the pavement
Both hammer configurations ensure continuous breakage is achieved by vibrating the large steel beam connected
from side to side. The hammers are attached to a hy- to the foot. The foot is moved along the concrete surface
draulic lift cylinder which can be operated independently at the front of the machine. The breaking principle is
of the others to provide for custom breaking patterns. that low-amplitude, high-frequency, resonant energy is
Each hammer (or pair of hammers) develops between delivered to the concrete slab, resulting in high tension
1,000 and 8,000 foot pounds of energy depending upon at the top. Since concrete has low tensile strength, the
the drop height selected and cycles at a rate of 30 to 35 slab fractures on a shear plane at approximately 45o
impacts per minute. The drop height of each hammer through the pavement. The foot, beam size, operating
(pair of hammers) and the distance between impacts can frequency, loading pressure, and speed of the machine
be adjusted during production to control the amount of can be varied.
breaking energy that is transferred to the PCC pavement. Using the RFB, the breaking begins at the outside free
The eight-foot wide machines carry at least 12 hammers edge and proceeds accross the pavement. The breaking
eight inches in width. Wing additions can be attached pattern is approximately 8 inches wide, thereby requir-
to each side for a total breaking width of up to 14-16 ing approximately 18 to 20 passes to break a 13-foot
feet. Due to individual control of each lifting cylinder, wide lane. The RFB is generally required to operate at
breaking can be as narrow as one foot or increased in a maximum amplitude of one inch to avoid disruption of
increments to as wide as 16 feet. The MHB is capable base and prevent damage to underground structures. The
of rubblizing a full lane width of the pavement in a RFB encroaches up to three feet onto the adjacent lane to
single pass. rubblize near the centerline of the pavement. When the

Figure 5.1 Figure 5.2


Multi-head breaker Multi-head breaker
(courtesy of Antigo Construction, Inc.) (courtesy of Specialties Company, LLC)

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.

Figure 5.3 Figure 5.4


Resonant pavement breaker with flotation tires Resonant pavement breaker
(courtesy of RMI) (courtesy of RMI)

28 NATIONAL ASPHALT PAVEMENT ASSOCIATION


that are not to be rubblized and the beginning and end
6. Construction Operations for of the project.
Rubblization
Drainage
This chapter will present guidelines for construction When underdrain systems are required, they should
operations for the rubblization process. The topics be installed and functioning before rubblizing begins. In
include: areas of weak subgrade or high water table, the drainage
Surface preparation system should be functioning as far in advance of the
Drainage issues rubblizing as possible to allow for the subgrade to be
Location of utilities and underground structures as stable as possible. The drainage system also serves
to remove rainwater from the rubblized concrete layer,
Selection of rubblization equipment
base layer and subgrade during construction. During
Rubblization recommendations the rubblizing operation, a steady flow of water in the
Compaction after rubblization drainage system is often observed.
Troubleshooting rubblizing operations
Quality control issues for rubblization Location of Utilities and Underground
Structures
Surface Preparation of the Existing Underground utilities and structures must be clearly
Pavement marked prior to rubblization of the pavement. Special
Experience has shown that any existing HMA overlay attention should be given to identifying any covers
should be removed prior to rubblizing the PCC. A clean or shutoffs that are not exposed at the surface. When
surface allows better transmission of the rubblization en- necessary, the breaking energy should be reduced in the
ergy into the underlying concrete. Due to possible devia- proximity of sensitive utilities to avoid damage. The
tions in the surface of the existing concrete from faulting rubblization specification may also allow the contractor
and variations in the milling operation, short, thin layers to remove the pavement over and around utilities and
(< 1/2 inch) of HMA may be present and should present backfill with aggregate.
no problems with the rubblization process.
Any loose materials on the surface should be removed. Rubblization Recommendations
This might include loose patching material, joint fillers, As a general rule, the smaller the crack spacing and/
and expansion material. Some agencies wait until after or fragment size achieved, the greater the likelihood
the rubblization to remove any loose materials, in case that reflection cracking will be eliminated in the HMA
the rubblization process creates any additional materials overlay. Of course, the smaller the fragment size, the
that should be removed. Full-depth concrete joint repair lower the structural layer coefficient; therefore, a greater
is not necessary prior to rubblization. thickness of overlay is required.
The engineer must evaluate an appropriate course of Typical rubblizing specifications require the break-
action relative to patches on the existing PCC surface. If ing of the concrete down to specified maximum particle
the patch is PCC, it can be rubblized along with the rest dimensions while giving the engineer the discretion to di-
of the pavement. If the patch is HMA and is relatively rect or allow larger maximum particle dimensions. These
small and sound, it can remain in place. If the HMA specified particle dimensions are what can be expected
patch is large and unsound, it should be replaced with when rubblizing over a fair to good base/subgrade. The
HMA. If the patch is small and unsound (< one square particle sizes that can be achieved are directly related to
yard) the patch should be replaced with HMA or ag- the condition of the base/subgrade, the slab thickness,
gregate (#57 is often used). seasonal variations, reinforcement type, and the opera-
Before rubblizing begins, all load transfer devices in tion of the rubblization equipment.
the existing PCC pavement adjacent to the PCC that A firm and stable base/subgrade will allow for the
will remain intact must be severed with a full-depth saw production of smaller particle sizes than when working
cut. This process isolates the rubblized area. Sawing over a less firm and stable base/subgrade. Engineering
jointed pavements at an existing joint has proved to be judgment must be used when evaluating the rub-
successful. Examples of this situation are exit ramps blizing process, keeping in mind that the intent of

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-

30 NATIONAL ASPHALT PAVEMENT ASSOCIATION


Figure 6.1 Figure 6.2
Roller with “Z” grid Test hole to
(courtesy of Antigo Construction, Inc.) check effec-
tiveness of
rubblization
(courtesy of
RMI)

would be excavated across the whole width of the lane.


The test holes/trenches must be repaired with replace-
niques such as crack/seat, break/seat (as described in ment material and compacted.
IS-117), or reconstruction may be more appropriate in A typical specification requires less than 9 to 10 inch
such conditions. size particles on the surface and a maximum of 12 inch
For some PCC pavement conditions, both the RFB particle size in the lower half of the broken pavement.
and MHB may apply too much load to the pavement. However, Arkansas State Highway and Transportation
Examples have been observed where the rubblizing Department (AHTD) requires that the maximum particle
device has broken through the structure. This may be size be 8 inches with the majority of particles being in
the result of an inappropriate project evaluation, or of the 1 to 3 inch range (AHTD specifies the RFB only). If
changed conditions since the time of the evaluation. the rubblization process does not achieve these maximum
With the RFB device, if the vibratory response in the particle size requirements, the contractor must repeat the
pavement is too much for the existing PCC, the foot can process, use other equipment to achieve the requirements
punch through the concrete or cause extreme vibration or remove and replace the materials. Experience has
in the equipment. In this case, either reduce the rub- shown that segments of 12 to 18 inches in the lower half
blization effort, or locate the limits of the weak zone of the slab do not adversely affect the effectiveness in
and remove and replace. eliminating or reducing reflection cracking.
Reinforcing steel in the rubblized pavement can be
Quality Control Issues for Rubblization left in place unless any steel is exposed on the surface
The quality control/quality assurance (QC/QA) pro- as shown in Figure 6.3. Any exposed steel should be
cess used to ensure that proper fracturing has occurred in removed by cutting at or below the surface. The steel
the rubblization process is a very important consideration should be removed from the site.
for the ultimate success of the project. Figure 6.3
Relying on a visual surface crack survey to enforce Exposed steel needs to be cut and removed
specifications may not be entirely reliable, as surface (courtesy of Antigo Construction, Inc.)
cracks may not be a true indication of the effectiveness
of the rubblization process. A more effective method
is to excavate test holes to verify the efficiency of the
rubblization process as shown in Figure 6.2. At the
beginning of the project, test holes or trenches may be
excavated to confirm the process. Once the engineer has
verified the specification requirements are being met, the
digging of test holes is not usually continued throughout
the project. The test holes are usually about 3 feet square
and are dug during the first day of rubblizing. Trenches

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.

32 NATIONAL ASPHALT PAVEMENT ASSOCIATION


Rubblization Performance
8. User Benefits to PCC
The excellent performance of pavements that have
Rubblization and Conclusion been rubblized has been well documented. The PCS/
Law study involved 118 actual pavement sections
Agencies are looking for quick, cost-effective means throughout the U.S. Performance of the rubblized sec-
to rehabilitate PCC pavements. Across the U.S., concrete tions was better than any other rehabilitation technique.
pavements are in need of rehabilitation to meet both The Ksaibati report (see Bibliography) was done for
structural and functional requirements. the Florida Department of Transportation as an evalu-
Rubblization is a process whereby the existing worn- ation of the rubblization process. The study conducted
out PCC pavement is converted into a high-quality a nationwide survey of DOTs to determine the use of
aggregate base. This rubblized base layer is the perfect rubblization. Twenty-one states reported experience
starting point to build a perpetual hot-mix asphalt pave- with rubblization. The report states “...it is clear that
ment. More information on rubblization and Perpetual most states are highly satisfied with rubblization as a
Pavement design, including free Perpetual Pavement good means for eliminating reflected cracks. Only a few
design software, may be found at www.asphaltalliance. states indicated problems with rubblization, mainly due
com. to weak subgrade.”
As a specific example, the Illinois 10-year study
Rubblization Advantages
indicates that performance has been better with rubbliza-
The advantages that rubblization offers to the owner/ tion than with other techniques which they tested side-
agency include: by-side. Arkansas has over 300 miles of rubblization
■ Elimination of reflection cracking either completed or in progress with similar excellent
■ Improvement in smoothness with the placement of results. Michigan, Wisconsin, Louisiana, and Nevada
HMA as the new surface have reported the same excellent performance results.
■ Elimination of Alkali Silica Reactivity (ASR) and The bottom line is that rubblization has been successfully
D-cracking problems with the existing PCC used in many states.
■ Dramatic decrease in construction time relative to
PCC reconstruction Conclusion
■ Improved maintenance of traffic As agencies continue to look for cost-effective
■ Reduction in length of time traffic is in a two-way methods to rehabilitate PCC pavements, it is clear that
situation compared to PCC reconstruction and/or PCC rubblization offers an excellent tool to the pavement
overlay engineers. The existing PCC pavement is quickly re-
■ Reduction in cost versus reconstruction of PCC pave- habilitated into a long-life HMA pavement very quickly
ment and with minimal disruption to the traveling public. In
■ Rubblization can be done in 1/5 the time at 1/3 the
addition, costs are kept to a minimum. The process is
cost of reconstruction no longer experimental. Rubblization of PCC with an
HMA overlay works and can provide excellent pavement
■ Reduction in cost versus Concrete Pavement Restora-
performance.
tion (CPR)
■ Increase in service life of the HMA overlay

■ Improved public relations due to decrease in construc-


tion time and work zone delays

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.

34 NATIONAL ASPHALT PAVEMENT ASSOCIATION


SI* (MODERN METRIC) CONVERSION FACTORS

APPROXIMATE CONVERSION TO SI UNITS APPROXIMATE CONVERSION FROM SI UNITS

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)

TEMPERATURE (exact) TEMPERATURE (exact)


)F )C Celsius 1.8C + 32 Fahrenheit )F
Fahrenheit 5(F-32)/9 Celsius )C
temperature temperature temperature temperature
)F
)F 32 98.6 212
-40 0 40 80 120 160 200

-40 -20 0 20 40 60 80 100


)C 37 )C

*SI is the symbol for the International System of Measurement.

NAPA: THE SOURCE

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