Laboratory and Field Investigation of Mechanistic

Properties of Foamed Asphalt Recycled Base Course

Materials for High Volume Pavements in India
Dhiraj Minotra 1; A. Veeraragavan 2; and Rajib B. Mallick, M.ASCE 3
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Abstract: The quality of cold in-place recycling (CIR) is strongly dependent on the capability of proper laboratory investigation and design,
and quality control during construction. The objective of this study was to evaluate the quality of the first major foamed asphalt CIR recycled
layer in India, laid on a national highway in India. A nonnuclear density gauge (NNDG) and a portable seismic properties analyzer (PSPA)
were utilized to determine the density and stiffness of the foamed asphalt recycled layer. In addition, cores and material samples from the
recycled layer were also tested in the laboratory for density and stiffness using dynamic modulus tests and the seismic method. The results of
tests were related to material properties and critical factors influencing the performance-related properties were identified. Comparisons
between laboratory and field sample data were made. Foaming temperature and gradation control of crusher dust were identified as param-
eters requiring tight control to achieve the required quality. The detrimental effects of excess blending of cement were also revealed. The
NNDG and the PSPA were found to be capable of identifying poor quality areas both in midsections and at joints, and to be capable of
monitoring the quality of recycled layer. DOI: 10.1061/(ASCE)CF.1943-5509.0000673. © 2014 American Society of Civil Engineers.
Author keywords: Foam asphalt; Recycling; Nondestructive testing; Portable seismic properties analyzer.

Introduction of data in a relatively short period of time and hence, provides

Cold in-place recycling (CIR) is an environmentally friendly pave-
ment rehabilitation method that produces a flexible crack-resistant
layer from an existing distressed layer [Kandhal and Mallick 1997;
Asphalt Recycling, and Reclaiming Association (ARRA) 2001;
Wirtgen 2012]. Considering its advantages of savings in materials
cost, energy, and time, it has gained wide acceptance in different
parts of the world in the recent past (Reddy et al. 2013). Cold in-
place recycling in India is just venturing beyond the technology
demonstrator stage. A vast road network in India running over
4.6 million km, with its huge maintenance needs, nationwide short-
age of aggregate, and restricted budgets set the perfect platform for
adoption of cold recycling on a large scale. The first set of foamed
asphalt CIR projects has just begun in India, and there is a critical
need for investigation of key properties and variability, and iden-
tification of important factors for ensuring good performance of
recycled pavements. Since the success of a CIR project is heavily
dependent on the ability to adjust the construction process to the
requirements of the in-place materials, continuous construction
quality monitoring is essential, and nondestructive testing (NDT)
provides the perfect technology for use during CIR operations.
Nondestructive testing enables the collection of a huge amount
1
Former M.Tech Student, Dept. of Civil Engineering, Indian Institute
of Technology Madras, Chennai 600036, India. E-mail: dhirajminotra@
gmail.com
2
Professor, Dept. of Civil Engineering, Indian Institute of Technology
Madras, Chennai 600036, India. E-mail: av@iitm.ac.in
3
Professor, Dept. of Civil and Environmental Engineering, Worcester
Polytechnic Institute (WPI), Worcester, MA 01609 (corresponding author).
E-mail: rajib@wpi.edu
Note. This manuscript was submitted on February 9, 2014; approved on
August 8, 2014; published online on October 6, 2014. Discussion period
open until March 6, 2015; separate discussions must be submitted for in-
dividual papers. This paper is part of the Journal of Performance of Con-
structed Facilities, © ASCE, ISSN 0887-3828/04014176(7)/$25.00.
greater confidence to the inspectors regarding the quality of the
recycled layers.
Objective
The objectives of this study were to evaluate the performance-
related stiffness and density properties of foamed asphalt CIR layer
using NDT tools and techniques, comparing data from tests con-
ducted on field cores and laboratory samples, and identify the criti-
cal mix properties that are responsible for the variability of the
density and stiffness properties.
Scope
The scope of this study included the testing of the in-place foamed
asphalt CIR layer with the nonnuclear density gauge (NNDG) and
the portable seismic properties analyzer (PSPA), testing of field mix
and cores in the laboratory, and analysis of the data. The pavement
selected for this study is part of the first large-scale foamed asphalt
CIR project in India. This pavement had shown early signs of rut-
ting distress and top down cracking. It was selected as a candidate
for the first major foamed asphalt CIR project on a national high-
way in India. This paper presents a description of the project, data
collected from different field, and laboratory tests and analysis of
the data.
Description of Project
The present study is on a project on a typical national highway in
India, and it starts at chainage km 11 þ 000 and ends near
54 þ 365, for a length of 43 km. The project is to widen the existing
four-lane highway (64.8 km) to six lanes (Fig. 1). The work
involved a mix design for laying a base/binder course by cold

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Fig. 1. Location of the project (length: 64.8 km) (map data © 2014
Google)
in-place recycling using foamed bitumen to rehabilitate the existing
four lanes of the project road where the pavement showed distress.
Site Inspection and Pavement Condition Assessment
The site was inspected and cores were taken from different chai-
nages, where the pavement had shown extensive top down cracks
and distress (Fig. 1). To verify the nature of the cracking in the
pavement, a visual inspection of the cores was done. The cores re-
vealed top down cracking and were found to be restricted only to
the hot mix asphalt (HMA) layer. The depth of the cracks varied
from 60 to 80 mm from the top (Fig. 2). The existing pavement
consisted of 40-mm bituminous concrete (BC) and 160-mm dense
bituminous macadam (DBM), laid in two layers of 80 mm thick-
ness. Cold in-place recycling was selected to address the various
distresses of rutting, shoving, and cracking observed in the existing
pavement.
Sample Collection and Properties of Reclaimed
Asphalt Pavements
The reclaimed asphalt pavement (RAP) material was collected
using milling machines from the longest stretch in the job to obtain
representative materials for the mix design. However, according to
existing technical guidelines (Asphalt Academy 2009), the sample
can be collected from any homogeneous stretch having uniform
pavement composition, as bitumen stabilized material (BSM) is
not oversensitive material, small variability in untreated material
will not significantly affect the strength achieved through treatment.
The characterization of RAP was carried out by conducting the
following tests:
• Wet sieve analysis to determine the grading [ASTM D422
(ASTM 2007)]
• Atterberg limits to determine the plasticity index [ASTM D4318
(ASTM 2010)]
• Moisture/density relationship [AASHTO T-180 (AASHTO
1995)]
© ASCE 04014176-2
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Blending of the milled RAP material with virgin aggregate was
recommended in the design to meet the gradation limits of the
Technical Guideline 2 (TG 2) (Fig. 3.2, Asphalt Academy 2009),
as shown in Fig. 3. Crusher dust with a nominal maximum aggre-
gate size of 4.75 mm was blended with the RAP to achieve a mix
that was within the specified gradation limits. Accordingly, a blend
of 80% RAP, 19% crusher dust, and 1% cement was recommended
for the CIR. The filler was added according to the recommenda-
tions of TG 2 to enhance the dispersion of the asphalt and reduce
moisture susceptibility. The final design blend consisted of 4.7%
fines passing 0.075 mm (>4% laid down by TG 2). A viscosity
graded 10 (VG 10) asphalt binder was used in the mix, with a
foaming temperature of 180°C and 6% foaming water content. The
optimum moisture content was determined to be 6.5%.
The sequence of construction in the field consisted of spreading
the materials to be blended with the RAP (crusher dust and cement)
on the pavement surface, foaming and blending and finally, com-
paction. After the initial trials showed variability in the quantity of
the crusher dust (spread with a grader), a paver was used for the
purpose of achieving better process control. A cement spreader was
used throughout the project to spread the dry cement. The perfor-
mance of the equipment showed a dosing variability of up to 2x the
stipulated quantity. This was attributed to the high fineness content
of the filler [ordinary portland cement (OPC) grade 53].
The lack of the in-built heating arrangement in the bulk asphalt
tanker used in the recycling train led to a drop in foaming temper-
atures down to 150°C in some cases, compared with the design
requirement of 180°C. A Wirtgen WR2400 (Wirtgen, Windhagen,
Germany) recycler was used in the project.
To achieve the final base course layer thickness of 200 mm
(required to match the newly constructed adjacent lane), 20% of
the recycled layer material was required to be removed by a grader.
The lane-wise grading of this high quantity of material ideally
required two graders in tandem, which would have ensured that the
final profile was achieved before the stiffening of the recycled layer.
The process was however slowed down by the presence of only one
grader with a blade width of 2.5 m. This led to compaction and
profile correction being carried out for up to 5–6 h after recycling,
which most likely resulted in stiffening of the recycled layer and
impeded adequate compaction.
Stretches of the recycled pavement (before the application of the
overlay) was opened to traffic at differing time periods after the
final compaction, without the use of any proof rolling. No standard
test method was available to ascertain whether adequate strength
had been achieved before letting traffic ply on the freshly con-
structed stretch. Finally, the application of the HMA overlay, which
is recommended to be completed by the end of 2–4 weeks after
recycling (TG 2, Asphalt Academy 2009) was delayed for up to
12 weeks in certain cases. This exposed the recycled layer to traffic
without the protection of a wearing course for 8 weeks longer than
recommended. The field laboratory of the construction agency
made a dry recycler pass after spreading of the crusher dust and
cement and carried out gradation of the blend to verify the correct
proportioning of the constituents; that is, the RAP, crusher dust, and
cement. This method was used instead of measuring individual
constituents using tray tests, which require the continuous presence
of the quality control (QC) team at the construction site. However,
the validation of this process in the laboratory revealed that the
in situ moisture has a dominant effect on the measured percentage
of fines passing through a 0.075 mm sieve. The presence of
moisture leads to the cement forming agglomerates with the fines
in the RAP and crusher dust. A reduction of up to 40% in the fines
was observed due to this phenomenon in a controlled test in the
J. Perform. Constr. Facil.
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Fig. 2. Cracking in existing roadway, core from existing roadway, and PSPA testing on recycled base course (images by Dhiraj Minotra)

laboratory when 2.5% of water of the RAP by weight was added to
simulate the effect of the in situ moisture.
NNDG Data
The use of the PaveTracker Plus NNDG (Troxler Electronic
Laboratories, Research Triangle Park, North Carolina) enabled
the collection and analysis of a high volume of data, which is
not feasible by sand replacement tests and core extraction. The de-
vice was calibrated using modified Marshall Laboratory samples in
the laboratory. The PaveTracker, exhibited high repeatability and
was sensitive to measurements taken along different orientations.
The higher moisture content and air voids of the foamed asphalt
before final compaction strongly influences the dielectric constant
of the material, which directly impacts the NNDG measurements.
After the completion of the initial compaction by the soil compac-
tor, the NNDG was used to take density measurements across a
given cross section. This process resulted in density measurements
of the material that were higher than the expected range. It is
anticipated that this is due to the high moisture content and air
voids. However, the sensitivity of the NNDG was adequate to iden-
tify the locations of inadequate compaction at the longitudinal con-
struction joints at 2.4 and 6 m offset from the median. Ideally, the
area should be reworked at the joints and the density measurements

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Fig. 3. Gradation limits as per TG2 (data from Asphalt Academy 2009)
and Design blend. Note: RAP Chennai TADA represents the gradation
of the milled material
Fig. 5. Density at different offsets from median for different compac-
tion passes

measurements can be used to decide if a reworking is required

in a section detected with higher COV before the result of poor
quality manifests on the surface as raveling or some other distress
subsequently.

Analysis of Overall Compaction Sequence

Density measurements taken across different cross sections, 50 m
apart, are plotted in Fig. 5. Calculation of COV of these measure-
ments at each offset exhibited a moderate variability (5–10%),
which indicates that a similar compaction sequence was followed
in all sections. Relatively lower densities are observed at longitu-
dinal construction joints at an offset of 2.4 and 6 m, which was most
likely due to a reduced temperature of the foamed asphalt.

Fig. 4. NNDG measurements at different sections Measurements on Either Side of a Transverse

Construction Joint

taken again. Recycling was conducted through four recycler passes Transverse construction joints at the junction of the end of a con-
structed section and the commencement of a new section require
as follows: Pass 1: 0–2.3 m; Pass 2: 2.3–4.6 m; Pass 3: 4.6–6.9 m;
particular attention to avoid low densities. Measurements were
Pass 4: 6.2–8.5 m (recycled aligned to the edge of pass 4). taken by the NNDG on either side of different transverse joints
The variability in compaction along each recycled pass is at six offsets, each at an interval of 1.2 m (Fig. 6). These measure-
expected to be lower than the variability across the cross section ments show cross sections with low density on the side of the
due to the compaction sequence typically followed in construction transverse joint toward which work commenced. This may be
sites. In order to evaluate the sensitivity of the NNDG to detect a attributable to the tendency to avoid reversing the soil compactor
possibility of raveling, a comparison of a raveled stretch (raveling
observed in approximately 20% of the area) was carried out with an
adjacent intact stretch of 50 m. Measurements were taken in the
middle of the recycler pass at 1.2 and 3.6 m offset from median
to avoid the influence of longitudinal construction joints (Fig. 4).
The higher coefficient of variation (COV) of the measured values in
the raveled section (Table 1) gives an indication of the poor quality
of compaction. The poor performance of the raveled section is,
however, indiscernible from the individual or average values of
density readings. Ideally, the process parameters must be recorded
during execution. This information, in conjunction with NNDG

Table 1. Average and Variability of NNDG Data

Location Offset Average density (kg=m3 ) COV (%)
km 31,800 (raveled) 1.2 m 1,918 5.85
2.4 m 2,037 5.97
km 31,900 (intact) 1.2 m 1,944 2.96 Fig. 6. Density at start and end of sections for different offsets from the
2.4 m 2,033 3.22 median

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 Seismic Modulus at 25C, MPa
4,000

3,000

2,000

1,000

0
0 1 2 3 4 5 6 7 8
Distance from the median, m
23105 23160 25050 23950
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Fig. 7. PSPA measurements across different cross sections

with sheep foot shoes to the edge of the transverse joint, to avoid
roller marks on the previous day’s work. There is a need to plan the
compaction sequence at such locations and verify the quality of
work done with NDT to avoid such segregation.
Portable Seismic Properties Analyzer Data
The PSPA rapidly measures seismic modulus via ultrasonic surface
waves (USW). The PSPA was developed to provide a means for
estimating the in situ seismic modulus of portland cement concrete
(PCC) and asphalt concrete (AC) pavement (Bell 2006). Its perfor-
mance in foamed asphalt is affected due to the material hetero-
geneity and high air void content.
The linear relationship suggested by Li and Nazarian (1994) can
be used for adjusting the modulus of HMA to a reference temper-
ature of 77°F (25°C). The pavement temperatures at which the data
were collected varied between 30 to 48°C. Variability of PSPA in
HMA is less than 3% when repeat measurements are made without
moving the device and around 7% when the device is moved within
a small area (Celaya et al. 2006). The data collected during this
study indicates that a higher variability is expected in a foamed
asphalt layer with material heterogeneity and high air void content
(Xu and Hao 2012). The COV of the measurements at the core
locations varied from low to high even when the instrument read-
ings at each location were taken without moving the device.
The PSPA was deployed in the field for collection of data at
different cross sections along the project stretch between 23,100
to 31,500 km at periods between 2 and 6 weeks after construction.
The problems of traffic control permitted the recording of only
one reading in longitudinal orientation and one in transverse
orientation at each point measured in this study. The PSPA data
Fig. 8. NNDG measurements
were collected across each cross section at offsets of 0.4 m from
the median. The data were plotted after reducing all values to a
common temperature of 25°C. An evaluation of moduli at different
cross sections was conducted to assess the quality of the different
sections. Fig. 7 shows the average modulus of each recycler pass at
different offset from the median, and Table 2 provides a summary
of observation.
Correlation between NNDG Measurements and
PSPA Data
The NNDG measurements were taken in longitudinal (0° to road
alignment) and perpendicular (90° to road alignment) orientation at
the same locations where the PSPA measurements were taken at
different cross sections. The cross sections for which the PSPA data
exhibited high precision (23,160 and 25,050 km) showed high cor-
relation between the NNDG readings in the longitudinal and
perpendicular orientation (Fig. 8). The cross section at 23,950 km,
which is characterized by large variation in modulus values, is also
characterized by poor correlation between the NNDG measure-
ments in the longitudinal and perpendicular orientation. Since the
NNDG is capable of instantaneous measurements and has very
minimal restrictions on the locations where the data can be col-
lected, it shows promise as a usable QC tool in the field. However,
the density measurements were unable to give an indication of the
bias of the moduli values.

Table 2. Observed Performance at Different Sections

Serial
number Chainage Expected performance Remarks
1. 23105 LHS Poor performing section. Low modulus values Likely cause could be due to site delays in commencement of the work leading
in pass 1 and 2 of the recycler. These sections to drop in asphalt temperature due to absence of heating arrangement in asphalt
are prone to failure tanker. A fresh load of asphalt at adequate temperature used in the third pass
resulted in adequate performance
2. 23160 LHS Greater precision is observed indicating The crusher dust gradation data available from the field laboratory testing gave
uniform process across all three passes but a percentage passing 0.075 mm to be 3.82%, which was less than the required
bias is poor as section moduli are consistently percentage of 4% as per TG 2. The other expected causes of consistent low
low. Unsatisfactory section moduli could include poor support of the subbase layer
3. 25050 LHS Section expected to perform well. Good —
precision and bias observed
4. 23950 RHS Poor precision; bias toward high modulus Dispersion of moduli is very high; section not expected to perform to design
values requirements
Note: LHS = left hand side; RHS = right hand side.

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 Table 3. Results of Dynamic Modulus (MPa) Testing of Laboratory Sample and Field Cores
Laboratory Field
31,500 km: core 3 25,050 km: core 1
5°C 15°C 25°C 35°C 25°C 35°C 25°C 45°C
       
Frequency jEj δ jEj δ jEj δ jEj δ jEj δ jEj δ jEj δ jEj δ
25 4867 9.07 3061 15.36 2587 16.40 2061 19.10 5262.6 18.64 3345.1 22.33 4709 5.67 847.36 22.47
20 4855 9.14 2885 15.40 2551 16.34 2076 18.86 5131.9 18.457 3147.8 21.80 4502 9.05 845.94 21.19
10 4652 9.51 2686 16.08 2344 16.88 1807 19.28 4585.8 9.51 2698.7 22.21 3946 10.8 693.25 21.60
5 4456 10.01 2464 16.78 2179 17.22 1505 19.90 4042.2 20.59 2288.6 22.61 3413 10.19 536.78 23.79
2 4142 10.69 2365 18.05 1875 17.88 1185 20.46 3373 22.02 1817.6 23.06 2777 10.16 380 24.49
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1 3925 11.23 2179 18.52 1683 18.06 1031 19.64 2912.1 22.86 1504.1 23.17 2388 9.67 322.69 23.11
0.5 3716 10.24 2011 17.76 1514 16.46 886 17.86 2504.3 22.54 1250.3 21.50 2043 9.61 273.88 21.26
0.2 3417 10.24 1780 17.46 1273 16.33 724 17.22 2026.7 21.57 973.28 20.12 1611 9.62 223.05 18.52
0.1 3220 12.89 1634 20.11 1112 18.73 621 18.91 1721 23.66 782.49 22.41 Not tested 195.31 19.12
0.01 2410 14.37 1191 20.99 668 18.37 394 16.37 894.50 24.34 369.43 21.7 144.67 14.4
Note: 25,050 km—core 1 was the first core to be tested. It was not tested at 0.1 and 0.01 Hz at 25°C to avoid the possibility of damage.

The PSPA is able to better evaluate the overall performance of
the measured sections compared with the limited data available
from cores, which fail to give an overall picture. A review of
the data indicates that while CIR recycling technology is capable
of achieving seismic modulus values over 2,000 MPa in three
sections out of four, the QC has been unsatisfactory, manifesting
as poor precision, which has resulted in the likelihood of failure
even in those sections. This evaluation has been made possible only
by the high volume of data collectable with NDT equipment. In the
absence of such data, this failure in the future would have been
attributed to the inadequacy of the newly introduced CIR recycling
technology, while in reality it is a result of poor material and pro-
cess control.
Laboratory Test Results on Extracted Cores
Results of dynamic modulus tests conducted on a laboratory com-
pacted sample (air voids of 12.3%) prepared according to the mix
design (and cured for 6 days at 40°C) are shown in Table 3.
Dynamic modulus tests at 25, 35, and 45°C were also carried out
on two field cores (results in Table 3), with air voids of 11.9
and 12.7% (close to that of the laboratory compacted sample),
respectively.
Each sample was tested at two temperatures only (to avoid dis-
turbance) and the results combined to get a master curve. As the
data from two different samples were utilized, data of the two sam-
ples at a common temperature were compared through error testing
and were found to be within 15% of each other. These cores can
thus be considered as near identical, as their dynamic moduli match
within experimental variability. The variability of the dynamic
modulus tests is less than 5% on synthetic specimens and more than
15% on actual briquettes (Celaya et al. 2006). The laboratory and
field dynamic modulus measurements were utilized to plot the
master curves to compare the field cores with the laboratory sam-
ples (Fig. 9). Fig. 9 shows that the dynamic moduli values of the
laboratory compacted sample and the field cores are closer to each
other at higher frequencies or equivalently at low temperatures. The
field cores had higher (2x that of the laboratory compacted sample)
moduli at frequencies commonly associated with traffic loading.
This shows that the laboratory prepared specimens may not be
representative of the field condition. Any quality control based on
laboratory prepared specimens should be done with caution. Part of
the explanation for higher moduli observed in the field can be
attributed to the differences in the method of compaction and
the thickness of the layers (Rojas et al. 1999).
Correlation between Seismic Moduli Measured in Field
and Dynamic Moduli Measured in Laboratory
Data from V-meter (ultrasonic testing equipment) testing of labo-
ratory sample and from the dynamic modulus tests are shown
in Table 4. The results from the two devices integrate quite well
indicating the feasibility of the use of the master curve concept in
integrating seismic based measurements (PSPA) and the laboratory
based dynamic modulus testing.
The ratio of moduli at 10–15 kHz (typical frequency for PSPA)
and 12 kHz (traffic speed) from the master curve (2) developed
(0.5) can be used to compare the field seismic moduli with the

Table 4. Integration of Seismic Methods and Dynamic Modulus Results

Using the Master Curve
Value on dynamic
Frequency modulus master
used for Modulus at curvea at instrument
Equipment testing 25°C (MPa) frequency (MPa)
V-meter 82 kHz Specimen 1: 5204 5,585 (81.74 kHz)
Specimen 2: 5445
PSPA 10–15 kHz 400–3,600 (in field) 4,542 (12.2 kHz)
Vehicular 12 Hz — 2,175
traffic (50 kmph)b
a
Fig. 9. Field and laboratory Master curves for Chennai Tada Project at Master curve of laboratory cast specimens at a reference temperature
of 25°C.
reference temperature of 25°C b
Expected traffic speed on pavement.

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Fig. 10. Cumulative distribution of moduli achieved in field
laboratory dynamic modulus. Thus, the seismic moduli in field
were reduced by a factor of 0.5 to compare with the laboratory
dynamic modulus measurements.
A cumulative distribution of moduli that has been achieved in
the field can give an indication of the reliability of the prediction of
the modulus from tests conducted on laboratory samples (which are
prepared under tighter quality control). Fig. 10 shows the cumula-
tive distribution of the dynamic moduli across the evaluated
cross sections (after factoring by 0.5 to convert seismic moduli to
dynamic moduli). Forty-seven percent (47%) of the measurements
exceeded the design modulus of 1,200 MPa achieved by the labo-
ratory specimens. This proves that CIR technology is capable of
achieving recycled layers whose modulus values are in excess of
1,200 MPa. The measurement of the rest of the data below
1,200 MPa, on the other hand, is an indicator of poor quality.
The causes attributable are the deficiencies in material and execu-
tion, which have been discussed earlier. In order to get a measure-
ment of the modulus achievable through the CIR technology, the
cumulative distribution of moduli was recalculated by disregarding
the values measured between 400 and 800 MPa (which are a result
of poor quality). The revised distribution of moduli was plotted as
the quality that can be achieved by adopting tighter material and
process control, and utilizing the appropriate number and type
of equipment. From the revised plot, a modulus of 1,050 MPa
is observed at a cumulative percentage of 80%; hence, for 80%
of the evaluated sections, a modulus of 1,050 MPa can be assumed
to be achievable in the field. Therefore, this value can be utilized
for structural design of pavements with foamed asphalt CIR layers.
Conclusions and Recommendations
On the basis of this study, the following conclusions and recom-
mendations can be made:
1. It is possible to achieve foamed asphalt CIR layers with
modulus of 1,050 MPa for the materials and field construction
conditions prevalent in India.
2. A significant difference between laboratory and field proper-
ties could be expected due to differences in materials and poor
quality control in the field.
© ASCE 04014176-7
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3. Density measured with a nondestructive density gauge could
be used as a surrogate parameter to evaluate the quality of the
as-constructed recycled layer.
4. The PSPA has great potential in the evaluation of foamed
asphalt, especially in terms of the number of measurements
possible, and in detecting sections where material and process
control were inadequate.
5. Seismic measurements can be compared with dynamic mod-
ulus measurements for foamed asphalt.
6. A significant amount of research is needed for developing
good quality control practices specifically for foamed asphalt
cold in-place recycling projects.
7. Nondestructive testing must be adopted for tighter quality
control of CIR projects.
References
AASHTO. (1995). “Standard method of test for moisture-density relations
of soils using a 4.54-kg (10-lb) rammer and a 457-mm (18-in.) drop.”
T-180, Washington, DC.
Asphalt Academy. (2009). Technical guideline: Asphalt stabilised materi-
als (TG2 Second Edition): A guideline for the design and construction
of asphalt emulsion and foamed asphalt stabilised materials, Pretoria,
South Africa.
Asphalt Recycling, and Reclaiming Association (ARRA). (2001). Basic
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