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Full Depth Reclamation

Full depth reclamation (FDR) involves pulverizing the full thickness of an existing asphalt pavement and blending it with the underlying base and subbase materials. This provides an upgraded, homogeneous reclaimed material. There are three stabilization methods - mechanical using aggregates, chemical using additives like cement or lime, and bituminous using emulsified asphalt. FDR is 40-80% cheaper than reconstruction and reuses nearly all existing materials. It can remedy a variety of pavement distresses and subgrade issues. Thorough investigation and testing of the existing pavement and subgrade is required to determine if FDR is suitable and develop an appropriate mix design.

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Shri Krishna kesharwani
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208 views9 pages

Full Depth Reclamation

Full depth reclamation (FDR) involves pulverizing the full thickness of an existing asphalt pavement and blending it with the underlying base and subbase materials. This provides an upgraded, homogeneous reclaimed material. There are three stabilization methods - mechanical using aggregates, chemical using additives like cement or lime, and bituminous using emulsified asphalt. FDR is 40-80% cheaper than reconstruction and reuses nearly all existing materials. It can remedy a variety of pavement distresses and subgrade issues. Thorough investigation and testing of the existing pavement and subgrade is required to determine if FDR is suitable and develop an appropriate mix design.

Uploaded by

Shri Krishna kesharwani
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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FULL DEPTH RECLAMATION

Depth Reclamation (FDR) is a cost-effective, greener alternative rehabilitation method in which

the full thickness of the asphalt pavement is pulverized and blended with a predetermined portion

of underlying materials (base and/or subbase) to provide an upgraded, homogeneous material.

Figure 1 : FDR Process

There are three different methods of stabilization, which include the following varying
stabilizing agents:

• Mechanical Modification – granular materials (e.g. new aggregate) or recycled materials (e.g.
reclaimed asphalt pavement (RAP), add rock or crushed concrete) to improve load carrying
capacity of the FDR layer.

• Chemical Additive – cement (portland or hydraulic), lime (hydrated or quicklime), self-


cementing class C fly ash, class F fly ash (when used in combination with other additives),
cement kiln dust, lime kiln dust, calcium chloride, magnesium chloride or proprietary products.

• Bituminous Additive – emulsified asphalt or foamed (expanded) asphalt.


IRC 37 recommends cement stabilization if k = 5000MPa and commercial stabilizers if k <=
1700 MPa.

The choice of stabilizers for FDR projects can be selected based on percentage of fines and
plasticity index from IRC SP-89 2010.

Before using FDR, test pit investigations should be done to know the properties of materials used
in existing layers. Test pits must be carefully dug. To pulverise materials and collect samples
augers can be used.

In test pit investigations following things are assessed:

i. Thickness of layers and depth of reclamation should be assessed


ii. Gradation of reclaimed materials
iii. Physical properties of reclaimed materials
iv. Percentage and nature of fines is assessed to find which binding agent we need to go in
reclamation process
v. Moisture content of subgrade
vi. Assessment of subgrade strength and strength of foundation
vii. Test pits should be done for every 1 km to assess how the compaction levels are changing

Ful Depth Reclamation Process :

Investigation of the existing pavement

Plan operation to ensure a well‐coordinated job

Begin FDR by pulverizing existing pavement


Roughly reshape the pulverized pavement

Mix cement, water, and pulverized pavement

Compaction and fine grading

Figure 2 : FDR Construction Process


CONSIDERATIONS FOR FDR

Required minimum thickness :

There is no minimum thickness of existing asphalt surface or aggregate base required before
implementing FDR. Future performance expectations will determine the mix design of the
reclamation and use of stabilization along with economic considerations. Uniformity is
important.

Thus, pavements with variable patches in size and depth may require additional coring to
determine best mix design or multiple mix designs. Required layer thickness is determined
through pavement design, which considers future traffic levels and loading

Pavement condition/distresses (when/when not to):

FDR can be used on most pavement conditions and distresses. FDR is especially successful in
improving ride quality on pavement surfaces with patches, rutting, settlement, heaves, cracking
or other surface distresses. FDR can remedy pavement structure failures with excessive stripping
or debonding of pavement layers. Even if a pavement has minimal surface distresses, FDR may
be selected if the added goal is increasing structural capacity

Subgrade soils (and what to do/consider when poor):

FDR can be used to correct subgrade problems. Where limited aggregate base exists, adding
virgin granular material, otherwise referenced as ‘add rock,’ on top of the pavement section
before reclaiming can enhance the structural capacity of the base course. In addition to
mechanical modification/stabilization, bituminous or chemical modification can improve
performance of the overlay by reducing cracking and tensile stresses.

Consideration of the subgrade strength to support the reclamation operation, as well as interim
local traffic needs prior to the placement of the final surfacing, should be determined in advance.
The subgrade should be firm and able to support, without yielding, the construction equipment
and compaction of the reclaimed material.

How to evaluate, what inspection/testing should be done?

Prior to performing a mix design, identifying the existing typical section and if there is a uniform
pavement section in place is important. Review of the construction plans, if available, is a good
start.

A thorough site assessment leads to successful mix designs and may include:

• coring and aggregate base sampling

• ground penetrating radar (GPR) identifying any variability in asphalt or aggregate base

thicknesses

• Falling Weight Deflectometer (FWD) testing

• soil borings to determine subgrade soil conditions

The site assessment may indicate that FDR or stabilized FDR is not the appropriate approach for
the roadway.

Limiting factors that may be identified during the site assessment include:

• Weak underlying subgrade that will not withstand the construction process.

• Roadways where the aggregate base has high p200, or the aggregate base is contaminated with

fines from the underlying subgrade, that will not lend itself to a stabilizing agent.

• If the pavement structures in place vary and are different throughout the length of the project,

it may be difficult to maintain a uniform, consistent design.

• Areas with a high-water table or wet aggregate base that has not been corrected with

subsurface drainage and could affect construction or compaction.


• Roadways with significant grade changes, which would require a lot of moving the reclaimed

material prior to stabilization. A more economical approach may be more feasible.

Pros of FDR :

 40 to 80% less expensive than alternative reconstruction techniques


 Reuses up to 100% of existing materials
 Same day return to light traffic
 Importing and exporting of materials can be reduced by 90%
 Cuts down on greenhouse gasses
 Elimination of all existing surface distresses
 More flexible in application than CIR

Cons of FDR :

 Lack of mechanics-based material testing procedures and performance-based


specifications
 Higher initial cost than CIR/HIR or mill and overlay
 More complex traffic control
 Initial public reaction, length of disturbance
 Destroys survey monuments
 In curb and gutter sections, the economics of hauling excess materials off-site in order to
maintain the centerline and curb line profile may be prohibitive.
 Challenging in high traffic areas
 Generally, must be surfaced with HMA overlay to achieve adequate ride quality
FDR CASE STUDY – INDIA

Design and Construction of damaged road in District Unnao in Uttar Pradesh

• Type of road : Other District Road

• CBR : 3.4%

• 3 times road strengthening done in 10 years from 2002-2011

• Length of road : 4.3 kms

• FDR :

 Existing subgrade stabilized to 30 cm depth with 2% lime

 10% virgin aggregates added

 90mm fresh base of aggregate with 4% cement placed over sub base

 100mm of WMM placed

 50mm of Bituminous Concrete placed

Figure 3 : Damaged and distressed pavement


Figure 4 : Stabilised base after construction

Figure 5 : Road after FDR

 Savings in materials : 49%


 Savings in cost : 39%
 Construction completed : 2014
 Latest inspection : 2017 – no cracks found
 Remaining life of pavement : 2-3 times its design life
REFERENCES :
 http://uppwd.gov.in/site/writereaddata/siteContent/2019042420085214297.p
 https://www.dot.state.mn.us/research/reports/2021/2021RIC02.pdf
 https://www.nbmcw.com/article-report/infrastructure-construction/roads-and-pavements/
full-depth-reclamation-a-technique-for-improving-roads-with-poor-underlying-
layers.html
 https://dpw.lacounty.gov/gmed/lacroads/TreatmentFullDepth.aspx

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