Below are the first 10 and last 10 pages of uncorrected machine-read text (when available) of this chapter, followed by the top 30 algorithmically extracted key phrases from the chapter as a whole.
Intended to provide our own search engines and external engines with highly rich, chapter-representative searchable text on the opening pages of each chapter.
Because it is UNCORRECTED material, please consider the following text as a useful but insufficient proxy for the authoritative book pages.
Do not use for reproduction, copying, pasting, or reading; exclusively for search engines.
OCR for page 3
3
CHAPTER ONE
INTRODUCTION
BACKGROUND
In recent years, petroleum and aggregate economics and sup-
ply have increased the need for high-quality, cost-effective
alternatives to virgin paving mixtures. Transportation pro-
fessionals are asking for methods that optimize the value of
in-place materials while minimizing traffic congestion and
the environmental impact of paving operations. In-place recy-
cling and reclamation enable agencies to optimize the value of
in-place materials and minimize construction time and traffic
flow disruptions, as well as to reduce vehicle emissions from
long traffic queues. In-place recycling and reclamation also
reduce the number of construction vehicles moving in and out
of the construction area and neighborhood truck traffic. FIGURE 1 Pavement condition and type of in-place recycling
method (Faster 2007).
Current pavement recycling and reclamation methods
answer all of these needs, particularly the following:
A number of benefits can be realized with the use of in-
· Hot in-place recycling (HIR) place recycling processes. These options provide economical
Resurfacing and sustainable solutions that reduce demand on raw mate-
Repaving rials, energy consumption, and production of greenhouse
Remixing gases, while maintaining functionality and performance.
· Cold in-place recycling (CIR) Advantages include the following:
· Full-depth reclamation (FDR)
· Construction benefits
Different methods of recycling are applicable to different Minimizes traffic disruptions
types, levels, and severity, and hence different periods in the Shortens lane closure times
pavement life (Figure 1). Typically, HIR is used when the Maintains height clearances
majority of the pavement distresses are minimal and limited · Pavement condition improvements
to the upper few inches of the surface of the roadway with no Improves friction
evidence of structural problems (i.e., longitudinal cracking Minimizes edge dropoff concerns
in wheel path, alligator cracking, and edge cracking). CIR Reduces surface irregularities and distress type,
is used when there is a higher number, type, and severity severity, and extent
of non-load-related distresses that may extend farther down Addresses some existing material problems such as
from the surface. CIR with an overlay can be used to address moisture damage
some load-related distresses. FDR is an in-place rehabilita- · Environmental benefits
tion process that can be used for reconstruction, lane widen- Conserves nonrenewable resources
ing, minor profile improvements, and increased structural Reduces emissions
capacity by addressing the full range of pavement distresses. Reduces fuel consumption
Reduces number of haul trucks
The anticipated depths of the distresses, combined with Eliminates materials generated for disposal
the overall existing asphalt pavement thickness, are used to · Cost benefit
identify the type of in-place recycling process(es) that can be Provides economical methods for pavement preser-
expected to extend the life of the pavement most economically. vation and maintenance
