FLEXIBLE PAVEMENT REHABILITATION

USING PULVERIZATION

California Department of Transportation

Division of Pavement
Office of Pavement Engineering
June 2008
 TABLE OF CONTENTS
DISCLAIMER…………………………………………………………………………………….iii
GLOSSARY………………………………………………………………………………….…....iv

1.0 DESCRIPTION…………………………………………………………………….………………1

2.0 PROJECT EVALUATION…………………………………………………………………….…..2

2.1 Field Review and Pavement Investigation…………………………………………………...2
2.2 Appropriate Applications………………………………………………………………….…3
2.3 Limitations………………..………………………………………………………………….4

3.0 FIELD AND LABORATORY TESTING……...………………...………………………………..4

3.1 Field Sampling.………………………………………………………………….…………...4
3.1.1 Coring.………………………………………………………………….…………….5
3.1.2 Test Pits..……………………………………………………………….…………….6
3.2 Field Testing……………………………………………………………………………….…7
3.2.1 Pavement Structure Layer Identification….………………………………………….7
3.2.2 Pavement Structure Capacity…………..….………………………………………....7
3.3 Laboratory Testing (Mix Design)……………………………………………………………7
3.3.1 Sieve Analysis (CT 202) and Plasticity Index (CT 204).………….…….…………..8
3.3.2 California R-Value (CT 301)……………..………………………………………….8
3.3.3 Additives………………………………….………………………………………….8
3.3.4 Relative Compaction (CT 216)………………………………………………………9

4.0 DESIGN OF PULVERIZED PAVEMENT STRUCTURES…………...…………………..….….9

4.1 Design Life…………..…………………………………………………………………….…9
4.2 Traffic Index……………..…………………………..…………………………………….…9
4.3 Pulverization Depth and Gravel Factor………………………………………..……………..9

5.0 SPECIAL CONSIDERATIONS…………………..……………………………………..….……13

5.1 Volumetric Change.…………………………..…………………………………………… .13
5.2 Pulverization Area……………………….…………………………………..……………...13
5.3 Pulverized Material Gradation………………………………………….…………………..13
5.4 Underlying Unsuitable Material…………………………………………………………….14
5.5 Constructability….……………………….…………………………………..……………..14
5.6 Traffic Handling………….………………….…………………………………..………….14

6.0 PLANS, SPECIFICATIONS, AND ESTIMATING…...………………………………..……...….15

6.1 Plans…………………………………...………………..…………………….….………....15
6.2 Specifications………………………………………………………………....…………….15
6.3 Estimating………………………………………………………………....………………..15
6.3.1 Measurement and Payment………………………………………………………....15
6.3.2 Supplemental Work…………..……………………………………..………………16
6.3.3 Working Days.………………..……………………………………..………………16

7.0 REFERENCES……………………………………………………………………………………17

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 TABLE OF CONTENTS
APPENDICES
APPENDIX
A Additive Determination……………………………………………………………..I

B Example Pulverized Pavement Structure Design………………………………….III

C Example Pulverization Project Plans

Typcial Cross Section…………………..V
Construction Detail………………….…VI
Quantity Sheet.………………………..VII
D Additional Resources………....………………………………………………….VIII

LIST OF FIGURES

FIGURE
1. Inside the Pulverizer…………………………………………………………………1
2. Pulverizer……………………………………………………………………………2
3. Steel Drum Roller and Sheepsfoot Roller...………………………………...……….2
4. Structurally Inadequate Pavement Suitable for Pulverization………………………3
5. Pavement Surface Rutting Suitable for Pulverization………………………………4
6a. Coring Operation……………………………………………………………………6
6b. Core…………………………………………………………………………………6
6c. Examples of Clustered Core Patterns.………………………………………………6
7a. Test Pit………………………………………………………………………………6
7b. Example Test Pit Profile…………………………………………………………….6
8. Pulverized Pavement Structure Design…………………………………………….11
9. Pulverizer Milling Teeth…………………………………………………………...11
10. Slope Corrections and Minimum Design Pulverization Depth…………………….12
‘A’ Additive Determination……………………………………………………………...I

LIST OF TABLES

TABLE
1 Sampling….…………………………………………………………………………5
2 Pulverized Material Layer Design…...…………………………………………….10
3 Grading Requirements.……………………………...……………………………..14
4 Daily Pulverization Production……………………………...……………………..16
‘A’ Additive Determination……………………………………...……………………..II

DISCLAIMER
This manual presents an overview of flexible pavement rehabilitation using pulverization. This manual
is intended as guidance and is not a substitute for good engineering judgment. This manual is
intended for the use of Caltrans personnel. Engineers and agencies outside of Caltrans may use
this manual at their own discretion. Caltrans is not responsible for any work performed by non-
Caltrans personnel using this manual.

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 GLOSSARY
Alligator Cracking — Also referred to as fatigue cracking. Load related distress caused by inadequate structural
support. Rated as ‘A’, ‘B’, or ‘C’. Alligator ‘A’ cracking is a single longitudinal crack in a wheel path. Alligator
‘B’ cracking is a series of interconnecting or interlaced cracks forming small polygons in a wheel path. Alligator
‘C’ cracking is a pattern of interconnected or interlaced cracks outside the wheel paths.6

Dynaflect — Trailer mounted pavement deflection measuring device. Uses a 1,000 pound oscillating load
application. Not in widespread use within Caltrans.

Dynamic Cone Penetrometer (DCP) — The standard DCP is a hand-held device featuring a 17.6 pound hammer
which is raised and dropped from a height of 22.6 inches along a steel rod. The impact of the hammer drives a
60° conical tip into a layer of granular or fine-grained material. The associated depth of penetration is plotted
against the number of blows, indicating the layer thickness and shear strength of the material.

Falling Weight Deflectometer (FWD) — Pavement deflection measuring device. Applies a specified impulse
load (Caltrans typically uses 9,000 pounds) to the pavement surface. May be mounted on a trailer or truck.

Gravel Equivalent (GE) — The thickness of gravel (or aggregate subbase) required to prevent deformation in the
underlying layer from a traffic load.

Gravel Factor (Gf) — The relative strength of a material compared to gravel.

Hot Mix Asphalt (HMA) — Formerly known as “asphalt concrete” or “AC.” A material used for flexible
pavement consisting of dense-graded aggregate mixed with asphalt binder.

Pavement Structure — Formerly known as “structural section.” Consists of the layers above the subgrade that
support traffic loads.

Pulverization — Mechanized process that transforms the existing flexible pavement surface layer and a portion
of the underlying granular layer into a uniform granular material suitable for use as a base layer.

Open-Graded Friction Course (OGFC) — Formerly known as open-graded asphalt concrete (OGAC). OGFC is
a free draining HMA mixture with few fine-sized aggregate particles. Typically placed as a thin surface wearing
course. For design purposes, OGFC is not considered to make a structural contribution to the pavement structure.

Resistance Value (R-value) — A measure of resistance to deformation under loading of saturated soil.

Rubberized Hot Mix Asphalt (RHMA) — Formerly known as rubberized asphalt concrete (RAC). Material
produced for hot mix applications by mixing asphalt rubber binder (a combination of asphalt binder and crumb
rubber modifier) with graded aggregate. The most commonly used gradations are gap-graded (RHMA-G) and
open-graded (RHMA-O). For added durability, rubberized open-graded with a higher binder content (RHMA-O-
HB) can be used.

Stress Absorbing Membrane Interlayer (SAMI) — The two types used by Caltrans are geosynthetic fabric
(SAMI-F) and rubberized (SAMI-R), which is an application of asphalt rubber binder and coated aggregate
screenings. SAMI-F is also currently referred to as geosynthetic pavement interlayer (GPI) and was formerly
known as pavement reinforcing fabric (PRF).

Traffic Index (TI) — The Traffic Index (TI) is a measure of the number of 18 kip Equivalent Single Axle Loads
(ESALs) expected in the traffic lane over the pavement design life of the facility. The TI does not vary linearly
with ESALs and is determined to the nearest 0.5.

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1.0 DESCRIPTION

Pulverization is a roadway rehabilitation strategy that involves in-place recycling of the entire
existing flexible pavement layer and some of the existing granular base layer (Figure 1).
Pavement pulverization provides an alternative to conventional rehabilitation methods and can
be an economical method of conserving and reusing existing pavement materials. The
pulverization process transforms an existing distressed flexible pavement into base for a new
flexible pavement structure.

Pulverization depth can exceed 12 inches, although a depth of 6 to 8 inches is more typical. The
pulverized flexible pavement layer is mixed with at least 1 inch of the underlying base to
produce a uniformly blended, well-graded granular base material. The physical properties of the
pulverized base material (PAB) are comparable to those of new Class 2 aggregate base (AB).

Once the PAB is shaped and compacted, a diluted asphalt emulsion seal and sand blotter are
applied to prevent the surface from raveling. The surface is then swept with a power broom and
prepared for traffic. Finished PAB surfaces should be covered with at least a 0.20 foot surface
course layer (HMA) within 3 days. Prior to placing the overlay, the surface must be prepared by
repairing any uneven or unstable areas, sweeping with a power broom, and applying a tack coat
of diluted asphalt emulsion.

(optional)

Note: depending on the in-situ moisture content, water may be injected in the mixing drum during pulverization.

Figure 1. Inside the Pulverizer(1)

The pulverization process consists of:

1) Pulverization of the roadway (Figure 2).
2) Addition and mixing of aggregate, if needed.
3) Initial or breakdown compaction (using a vibratory steel drum roller and sheepsfoot
roller for thicknesses greater than 6 inches, Figure 3).
4) Initial grading.
5) Intermediate compaction (using vibratory steel drum roller, Figure 3).
6) Final grading.
7) Final compaction (using a pneumatic-tired or static steel drum roller).
8) Application of seal coat and sand blotter to the compacted pulverized surface.
9) Repairing and sweeping the surface to remove loose material.
10) Placement of a new flexible pavement surface layer.

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 Figure 2. Pulverizer

Figure 3. Steel Drum Roller and Sheepsfoot Roller

2.0 PROJECT EVALUATION

2.1 Field Review and Pavement Investigation

Appropriate application of pulverization requires a comprehensive field review prior to design to

evaluate the type, severity, and extent of the pavement distress. In-place materials may vary
widely in composition, uniformity, and quality. Review and assessment of pavement conditions,
structural capacity, material properties, geometrics, traffic issues, constructability, and cost
effectiveness should be conducted as part of the project evaluation process. The District
Materials Engineer should be consulted during the initial project assessment. Other resources
include as-built plans, the Photolog, the Pavement Evaluation Manual, the biannual Pavement
Condition Report (generated by the Office of Pavement Rehabilitation in the Division of
Maintenance), and associated mapping available from Geographic Information Services.

The pulverization process eliminates existing pavement surface distress because the entire
flexible surface layer is pulverized to produce a strong, uniform granular base layer. Since the
pulverization process involves surface grading and placement of a new flexible pavement layer,

2
it allows for changes to existing grades. As such, during the field review and evaluation, note
any drainage problems, utility locations or conflicts, and recommendations to change profiles
and cross slopes. Also, identify potential staging areas and consider potential access problems for
the pulverizer with respect to any confined or miscellaneous paved areas adjacent to the traveled
way (such as turnouts, maintenance pullouts, vista points, etc).

2.2 Appropriate Applications

Pulverization can treat a variety of project conditions, but is most cost effective on surfaces
requiring digouts of 20% or more by paving area. Appropriate applications include:

• Structurally inadequate pavement sections, which would otherwise require a thick overlay, as
indicated by:
Advanced pavement distress such as severe cracking (wider than ¼ inch, continuous deep
reflective cracking, or Alligator ‘C’—see Figure 4) or plastic deformation (shoving or
rutting greater than ¾ inch, see Figure 5).

Significant cracking and a deflection study with 80th percentile deflections greater than
0.015 inch (see Section 3.2.2).

• Rough surfaces that require smoothing of bumps and dips to improve ride quality.

• Needed longitudinal or transverse corrections to grade, cross-slope, or superelevation.

• Base deterioration due to fatigue, moisture intrusion, pumping, or other causes.

For pavement sections with rutting or cracking distress caused by subgrade or base failure,
subsurface repairs should be performed prior to pulverization and must be completed before
overlaying with HMA (see Highway Design Manual Index 625.1).

Figure 4. Structurally Inadequate Pavement (severe alligator cracking

and rutting distress) Suitable for Pulverization.

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 2.3 Limitations

The following conditions are not suitable for pulverization:

• Pavement with a fabric interlayer (SAMI-F) present in more than a limited area.

• Pavement structures with Portland cement concrete (PCC), lean concrete base (LCB), or
cement treated base (CTB) layers.

• Roadways with traffic volumes sufficient to produce delays exceeding 30 minutes under one-
way traffic control. Since pulverized surfaces are unbound, high traffic volumes prior to
paving can also cause raveling.

• Roadways with numerous shallow utilities or drainage facilities within 6 inches of the
proposed pulverization depth.

• Roadways with good quality base, grades, and cross slopes despite a cracked pavement
surface.

• Urban areas where noise created by the pulverizer may be problematic.

Figure 5. Pavement Surface Rutting (over ¾ inch) Suitable for Pulverization.

3.0 FIELD AND LABORATORY TESTING

3.1 Field Sampling

During the field review and pavement investigation, representative samples of existing pavement
surface, base, and subgrade material are extracted from the pavement structure to assess the
material properties, composition, layer thicknesses, and condition. Typically, approximately

4
110 pounds total of homogeneous, crushed flexible pavement and underlying granular base
material are required for laboratory testing. If material is variable throughout the project limits,
enough material should be obtained from each representative section to provide homogeneous
samples for desired testing (see Section 3.3).

The material samples can be extracted from the existing pavement by means of coring (Figure
6a) or digging test pits (Figure 7a) throughout the project limits. Depending on the length of the
project and variability of existing materials, the sampling frequency will vary between 1000 to
1700 feet. Shorter projects or pavement structures with variable conditions will have more
frequent sampling than longer projects or uniform pavement structures. Cores are expedient
when many samples are needed, but are limited because underlying granular base material
cannot be readily extracted, as with test pits.

Table 1: Sampling

Test Pit Minimum Project

Project Pavement Core Sampling
Sampling Sampling
Length Structure1 Frequency
Frequency Requirements
1 for each variable
Variable2 110 lbs
pavement structure
or homogeneous material
< 3 miles Uniform
1000 ft (5 per mile) or unexpected site
for each variable
conditions or
pavement structure
2 minimum
1000 ft (5 per mile)
1 for each variable
or 110 lbs
Variable2 pavement structure
as needed to define homogeneous material
or unexpected site
> 3 miles variable area for each variable
conditions or
pavement structure
Uniform 1700 ft (3 per mile) 2 minimum
1
Pavement structure criteria include distress, layer materials, and layer thickness.
2
Variable pavement structures exhibit changes in distress severity, layer materials, or layer thickness (30% or more).

3.1.1 Coring

Core samples are typically 4 inches in diameter (Figure 6b). The entire depth of a core sample
should be examined in order to analyze different pavement layers, interlayers (SAMI-F or
SAMI-R), or specialty mixes (OGFC, RHMA, etc.). After analysis of the core samples is
complete, they are crushed to produce a sample laboratory gradation similar to the actual
gradation of the pulverized material that will be produced in the field during construction. Where
granular base or subgrade material is needed or in areas of severe cracking or rutting distress,
core borings may be clustered together to facilitate sampling of granular material (Figure 6c).

5
 Figure 6a. Coring Operation Figure 6b. Core (4 Inch Diameter)

4”

4” 4” 4” 4” 4”

Figure 6c. Examples of Clustered Coring Patterns

3.1.2 Test Pits

A test pit is dug by cutting at least 1 ft2 of existing pavement and excavating the underlying
material. The excavation should be at least as deep as the anticipated pulverization depth (see
Section 4.3) and may go deeper if the underlying material is inconsistent or subgrade samples are
needed. Larger and more representative sample materials can be obtained from pits relative to
cores since all layers of the pavement structure can be examined (Figure 7b) and extracted, but
are potentially more disruptive to traffic as they take longer to complete and are more destructive
to the existing roadway than cores. Each project should have at least two representative pits.
Additionally, test pit samples should be obtained wherever pavement structure materials change
unexpectedly from information shown in as-built plans or other records.

Figure 7a. Test Pit Figure 7b. Example Test Pit Profile

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3.2 Field Testing

In conjunction with the field review, pavement investigation, and sampling needs for
pulverization, several field test options are available to characterize the existing pavement
structure.

3.2.1 Pavement Structure Layer Identification

Ground Penetrating Radar (GPR), used in conjunction with coring and test pits, is a non-
destructive alternative to identify existing pavement structure layer thicknesses. The radar system
uses reflected pulses of electromagnetic waves to identify changes in material properties and
provide a profile of each pavement structure layer.

Although coring is still required to correlate GPR data, the number of cores for medium length
and longer projects can be significantly reduced. GPR is also applicable to projects with limited,
outdated, or poor historical as-built data, or projects with highly variable pavement structures. To
use GPR on a Caltrans project, contact the Office of Flexible Pavement Materials in the Division
of Materials Engineering and Testing Services (METS).

3.2.2 Pavement Structure Capacity

Two useful methods in assessing the structural capacity of layers within the existing pavement
structure are deflection measurement and dynamic cone penetrometer (DCP) testing.

Pavement deflection measurement is done using either Dynaflect or falling weight deflectometer
(FWD) equipment. Deflection measurement is a non-destructive test in which a load is applied
to the pavement surface and vertical displacement of the pavement is measured to determine the
structural characteristics of the pavement structure. The deflection under a given load provides a
means of assessing the strength of both the pavement and base material. In some cases,
abnormally high deflections may indicate areas of unsuitable subgrade material that require more
investigation. Refer to California Test (CT) 356 or Highway Design Manual (HDM) Topic 635
for more information.

A DCP is a hand tool for measuring the thickness and strength of unbound base layers below the
flexible surface layer. DCP tests are usually conducted at the locations where core and test pit
samples are obtained. The penetration rate indicates the shear strength of a material, while a
change in the penetration rate is used to determine the thickness of unbound layers. In general, a
lower penetration rate indicates a stronger material.(2)

3.3 Laboratory Testing (Mix Design)

After field samples of existing flexible pavement are crushed to simulate pulverization and
proportionally combined with base material, laboratory tests need to be performed to
characterize the pulverized material for mix design. The mix design determines the gradation, R-
value, moisture-density relationship, and the type and amount of additives (if necessary) of the
material sampled in the field. The mix design is only a preliminary assessment of pulverized
material characteristics for pavement structure design since project field conditions are variable.
Field adjustments will be necessary during construction as indicated by changes to site
conditions or quality control (QC) and quality assurance (QA) test results.
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3.3.1 Sieve Analysis (CT 202) and Plasticity Index (CT 204)

Mechanical sieving needs to be conducted according to CT 202 to determine the gradation of

material sampled in the field and prepare samples for CT 216 and CT 301. The anticipated
design pulverization depth is crucial to establishing a reasonable laboratory approximation of the
constructed pulverized pavement material gradation. The ratio of reclaimed asphalt pavement
(RAP) to base is an indicator of pulverized material properties and should be above 60:40 (see
Section 4.3). The gradation, together with the plasticity index (CT 204), is also used to indicate
the need for additives (see Section 3.3.3). For more information on pulverized material
gradation, refer to Section 5.3.

3.3.2 California R-Value (CT 301)

California Test 301 can be conducted to indicate the structural quality of the material sampled in
the field. The R-value is a measure of the deformation resistance of a material as a function of
the ratio of transmitted lateral pressure to applied vertical pressure. With quality subgrade,
proper design, and good gradation, pulverized material generally meets the minimum R-value
of 78 for Class 2 AB and R-value testing during construction is not necessary. R-value testing of
existing base and subgrade material may be necessary during preliminary design depending on
the design of the pulverized pavement structure, the availability of as-built information, and the
quality of the subgrade.

If historical subgrade R-value information based on actual test data does not exist for the project,
samples of subgrade material should be obtained from test pits and tested. Sampling should take
into account potential variability of native material R-values based on geologic, geographic,
topographic, and hydrologic changes throughout the project limits. Deflection studies can also
indicate subsurface variation through unusually high or low deflection values. For projects with
uniform conditions, one R-value test per mile is generally adequate for material characterization.
R-value changes of 20 or more are considered significant and should be accounted for in
pulverized pavement structure design. For weak subgrade or in areas where subsurface moisture
is a concern, cement or lime should be added to the pulverized mixture to increase strength (see
Section 3.3.3).

If a granular base layer is present in the existing pavement structure, samples of base must be
tested for R-value to determine strengths for the new pulverized pavement structure design (see
Figure 8). For more information on R-value, refer to HDM Index 614.3.

3.3.3 Additives

Additives may be combined with the pulverized material mixture to improve strength and
quality, but for cost effectiveness should only be used if pavement structure thickness needs to be
minimized, subgrade strength is weak, or subsurface moisture is a concern. There are numerous
methods for determining the need and type of additives based on pulverized material
characteristics such as gradation, plasticity, and soil classification. A method developed by the
Air Force for determination of stabilizing additives is presented in Appendix ‘A’.(5)

Cement or lime can be added to the roadway surface immediately prior to pulverization at a rate
from 1.0 to 2.0% by weight of pulverized material. Laboratory research has indicated this
relatively small amount of additive will improve pulverized material strength properties,
increasing the actual gravel factor by as much as 30% and the resilient modulus as much as
8
 50%.(3) Using higher amounts of additive can cause brittleness and shrinkage cracking. If cement
is used as an additive, grading and compacting must be completed before the material sets up and
no traffic or heavy contractor equipment is allowed on the pulverized surface for at least 1 hour
following compaction.

If the material characterization indicates a poorly graded or plastic material, a granular material
such as Class 2 AB or a fine material such as fly ash or kiln dust may be added to improve the
pulverized material characteristics. More commonly, Class 2 AB may be needed to provide
additional material for shoulder widening or profile or cross slope corrections (see Figure 10).

3.3.4 Relative Compaction (CT 216)

During construction, the relative compaction of the pulverized material layer will be determined
according to CT 216. In order to obtain the wet test maximum density and establish the optimum
moisture content, laboratory compaction tests are first conducted during the mix design to
determine the moisture-density relationship of the pulverized material. A minimum of 45 pounds
of homogeneous material is needed for CT 216.

4.0 DESIGN OF PULVERIZED PAVEMENT STRUCTURES

The design of the flexible pavement structure follows pavement investigation, field-testing, and
laboratory testing. Although pulverization is a process for rehabilitation of an existing road, the
design process is similar to that for a new pavement since the pavement structure is being
reconstructed from the base up, with the pulverized materials forming a new base for the new
flexible pavement layer. For design purposes, material below the pulverization depth can be
considered subgrade, aggregate subbase, or aggregate base depending on test R-values (see
Figure 8). Topic 633 of the HDM describes the engineering procedures for new design of
flexible pavement structures based on gravel equivalent (GE) and gravel factor (Gf), and
Appendix ‘B’ provides an example pulverized pavement structure design.

4.1 Design Life

The expected design life of the pavement structure is related to the pulverization depth and the
type and thickness of the new flexible surface layer. Pulverization projects should be designed
with a minimum pavement design life of 20 years, unless a life cycle cost analysis indicates a 40-
year pavement design life is more cost effective.

4.2 Traffic Index (TI)

Pavement design requires knowledge of anticipated traffic volumes and loading, which dictate
the pavement structure requirements. Gather available traffic information and see HDM
Topic 613 for procedures to determine the traffic index for the design life.

4.3 Pulverization Depth and Gravel Factor (Gf)

Preliminary research being conducted by the University of California Pavement Research Center
indicates that pulverized material with a high percentage of RAP has similar characteristics
(shear strength, stiffness, and rutting resistance) to Class 2 AB.(6) The pulverized material (PAB)
is stronger if it consists primarily of reclaimed asphalt pavement (RAP) as opposed to granular
9
 base, but the pulverized layer must be designed thick enough to provide the required GE and
form a stable base for the new flexible pavement layer.

The pulverization depth is critical to determining the Gf of the pulverized material. If the design
pulverization depth results in pulverized material with at least 60% RAP or the material is treated
with cement or lime additive, use a Gf of 1.2. If the pulverization depth extends deeper into the
existing granular base, PAB is assumed to be equivalent to Class 2 AB (Gf = 1.1). Table 2
provides the range of pulverized material GE’s, based on design pulverization depth (with
Gf = 1.2, except as noted):

Table 2: Pulverized Material (PAB) Layer Designa

Base Portion
0.10 0.15 0.20 0.25 0.30 0.35 0.40
(ft)
RAP Portion: Design Design Design Design Design Design Design
Pulv GEPAB Pulv GEPAB Pulv GEPAB Pulv GEPAB Pulv GEPAB Pulv GEPAB Pulv GEPAB
Exist AC Depth (ft) Depth (ft) Depth (ft) Depth (ft) Depth (ft) Depth (ft) Depth (ft)
Thick (ft) (ft) (ft) (ft) (ft) (ft) (ft) (ft)

0.30 0.40 0.48 0.45 0.54 0.50 0.60 0.55 0.66

b
0.60 0.66
b
0.65 0.72
b
0.70 0.77
b

0.35 0.45 0.54 0.50 0.60 0.55 0.66 0.60 0.72

b
0.65 0.72
b
0.70 0.77
b
0.75 0.83
b

0.40 0.50 0.60 0.55 0.66 0.60 0.72 0.65 0.78 0.70 0.77
b
0.75 0.83
b
0.80 0.88
b

0.45 0.55 0.66 0.60 0.72 0.65 0.78 0.70 0.84 0.75 0.90 0.80 0.88
b
0.85 0.94
b

0.50 0.60 0.72 0.65 0.78 0.70 0.84 0.75 0.90 0.80 0.96 0.85 0.94
b
---- ----
0.55 0.65 0.78 0.70 0.84 0.75 0.90 0.80 0.96 0.85 1.02 ---- ---- ---- ----
0.60 0.70 0.84 0.75 0.90 0.80 0.96 0.85 1.02 ---- ---- ---- ---- ---- ----
0.65 0.75 0.90 0.80 0.96 0.85 1.02 ---- ---- ---- ---- ---- ---- ---- ----
0.70 0.80 0.96 0.85 1.02 ---- ---- ---- ---- ---- ---- ---- ---- ---- ----
0.75 0.85 1.02 ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ----
a
Gf PAB = 1.2 for PAB with RAP > 60%
b
Gf PAB = 1.1 for PAB with RAP < 60%

Depth and material consistency can be achieved when pulverization takes place in a continuous
manner. The pulverization depth should be at least 1 inch more than the thickness of the existing
flexible surface layer. The pulverizer milling teeth (Figure 8) must extend into the existing base
to prevent excessive wear and maintain productivity. Pulverization depth may be increased
further into the existing base to provide additional GE, resulting in a thinner flexible pavement
layer and reduced material costs. The pulverizer should be able to process a minimum depth of
12 inches. If the pulverization depth or the grade correction exceeds 10 inches, the pulverized
material should be collected, placed on the side of the roadway in a windrow, and spread and
compacted in two lifts due to the difficulty of compacting deep layers.

10
 Figure 8. Pulverizer Milling Teeth

Any profile or cross slope corrections to the base layer need to account for the minimum design
depth of the pulverized layer. If the pulverizer is set at even depth to match the existing cross
slope of the roadway surface, the processed pulverization depth must exceed the minimum
design pulverization depth (see Figure 9). Depending on the project parameters, it may be
necessary to cold plane the pavement surface prior to pulverization to attain the minimum
pulverization depth, although lowering the RAP ratio can weaken the pulverized material.

Figure 9. Slope Corrections and Minimum Design Pulverization Depth

As an alternative, minor profile or cross slope corrections can be made during placement of the
flexible pavement layer, although this process may be less cost effective due to increased HMA
quantities.

Figure 10 shows the pulverized pavement structure design process:

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Figure 10. Pulverized Pavement Structure Design

12
5.0 SPECIAL CONSIDERATIONS

5.1 Volumetric Change

The pulverization process alters gradation and lowers the density of existing roadway material as
it is transformed into compacted pulverized material. Even without adding new material,
compacted pulverized material typically swells from 5 to 10% relative to the original material.
Excess pulverized material may be used for a thicker base layer, corrections to profile and cross
slope, widening sections, or shoulder backing; but excess pulverized material must be accounted
for in the project design. If more material is required for the design, supplemental Class 2 AB
can be added to the roadway surface immediately prior to pulverization.

5.2 Pulverization Area

The width and crown of the roadway to be pulverized dictates the number of passes to cover the
full width. Pulverizer milling drums are typically 8 feet wide but can vary in width from 6 to
12 feet. Several passes will normally be required to pulverize the roadway. If the roadway is
crowned, the pulverizer should not pass over the crown to ensure uniform treatment depth and
consistency in the pulverized material. If the pulverizer does pass over the crown, the processing
depth must be increased accordingly so the minimum design depth for the pulverized layer is
obtained. Be advised that the strength of the pulverized material is potentially decreased as the
ratio of reclaimed asphalt pavement (RAP) to granular base decreases with deeper pulverization.

Pulverization should proceed from the outside of the roadway towards the centerline to maintain
a reference to the profile elevation. The first pass uses the full width of the pulverizer. In
subsequent pulverization passes, the treatment width will be reduced by a minimum overlap of
4 inches. If the treatment depth is more than 12 inches or the pulverized material is coarse, the
overlap width should be increased.

Other factors to consider are adjacent obstructions such as curb and gutter, concrete barrier, or
retaining walls. In the case of curb and gutter, the pulverizer should be able to treat the roadway
up to the edge of the gutter. For taller obstructions, the adjacent roadway will have to be
removed using another method. The pulverization area should include the entire cross section of
the pavement structure from edge of pavement to edge of pavement.

5.3 Pulverized Material Gradation

Gradation is controlled by the forward working speed of the pulverizer, milling drum speed,
gradation control beam position, mixing chamber front and rear door position, and size of the
existing material.(1) When the existing pavement has extensive alligator cracking, the milling
drum tends to flip up or lift the flexible layer in large chunks rather than pulverizing the material.
If adjustments such as reducing forward speed, increasing milling drum rotational speed, and
lowering the rear door are not made, oversized materials can cause problems in the grading and
compaction process. The maximum size of the pulverized material will be larger than the
maximum size of the original aggregate due to clumping of the RAP.

The gradation of the pulverized material should be tested during construction to ensure it
corresponds to the gradation required in the special provisions. As shown below in Table 3, the
particle distribution should be 100% smaller than 2 inches, 90 to 100% passing the 1½ inch
sieve, and no more than 20% passing the No. 200 sieve:
13
 Table 3: Grading Requirements

Sieve Sizes Percentage Passing

2” 100
1½” 90-100
#200 0-20

If the underlying base material contains coarse rock or is poorly graded, the gradation can be
adjusted by adding a specifically graded material to the surface of the existing flexible layer prior
to pulverization (see Section 3.3.3).

5.4 Underlying Unsuitable Material

The potential for unsuitable material below the pulverized depth should be considered during the
initial project investigation. Areas exhibiting drainage problems, pumping, rutting, severe
cracking, or moisture intrusion may indicate deteriorated base or subgrade. Analysis of
abnormally high deflections generally indicates weak underlying layers. Often, unsuitable
material cannot be identified until commencement of construction operations when removal of
the pavement surface and repeated loading from heavy equipment induces pumping action,
causing rutting and cracking. Localized areas of unsuitable material should be removed,
disposed, and replaced with excess pulverized base or new Class 2 AB according to Section 19-
2.02 of the Standard Specifications.

5.5 Constructability

Pulverized pavement structure designs should account for significant variations in controlling
parameters such as subgrade R-values or existing pavement structure layers and thicknesses in a
consistent manner. For ease of construction, design parameters such as material additives,
pulverization depth, pulverization area, and overlay thickness should not vary more frequently
than ½-mile to 1-mile long segments. Transverse variations in the design cross section should
take into account equipment width (see Section 5.2) and other requirements.

As with all in-place recycling operations, control over material uniformity is largely dependent
on site conditions. Field adjustments will be necessary during construction as indicated by
changes to in-situ conditions or QC/QA test results.

Conflicting utilities, including valves and access points, must be referenced and lowered 6 inches
below the pulverization depth. If utility depths have not been confirmed by field inspection or
potholing, the design pulverization depth should be at least 12 inches above the approximate
utility depth.

5.6 Traffic Handling

Pulverization is best suited for moderate to low volume roadways. Since pulverized surfaces are
untreated during construction, high traffic volumes prior to paving can cause raveling.
Accordingly, pulverization operations require 24-hour traffic control. For two-lane conventional
highways, a pilot car should be used to escort vehicles through the work zone.

14
 If cement is used as an additive, provide a minimum curing period of 1 hour following
compaction with no traffic or heavy contractor equipment allowed on the pulverized surface.

6.0 PLANS, SPECIFICATIONS, AND ESTIMATING

6.1 Plans

The plans for a pulverization project are analogous to a project using standard roadway
rehabilitation strategies. The typical cross sections should clearly show the cross slope, width,
and depth of the existing pavement layers, new pulverized base layer, and new flexible pavement
layers. The layout plans should show the existing roadway and the limits of pulverization (width
and length). Surveyed slope stake information may not be necessary if existing grades are
maintained. Any design changes to profile, cross slope, and superelevation should be indicated in
the plans so the contractor can account for any additional grading. Areas with and without
additives should also be designated.

The construction details should include conforming transverse tapers where the pulverized
pavement structure ties into existing or new roadway. Quantity sheets should include the
stationing and corresponding pulverization areas and additive amounts in the roadway items
table. Appendix ‘C’ contains example plan sheets for a pulverization project.

6.2 Specifications

A nonstandard special provision for pulverization (NSSP) has been used in District 2, and a
standard special provision (SSP) is currently being developed for statewide use. The
specification will address a number of items, including material and equipment requirements,
construction methods, inspection, quality control and quality assurance (QC/QA), acceptance
requirements, measurement, and payment. Until the SSP is finalized, prior approval from the
Chief of the Office of Flexible Pavement Materials in the Division of Materials Engineering and
Testing Services (METS) is required to use pulverization on Caltrans projects.

6.3 Estimating

The estimation process for pulverization cost must take into account several project specific
features: project location, length, schedule, geometrics, and traffic handling, as well as
pulverization depth and area, are primary factors. Typical project mobilization costs for
pulverization equipment run under $10,000, keeping the process cost effective for smaller
projects and areas. Historical cost data for District 2 pulverization projects is available on the
intranet from the North Region Unit Cost Database (see Appendix D). Among other
considerations, analysis of historical costs must consider that past pulverization projects were
located in a single district and used an NSSP that quantified unit cost by station.

6.3.1 Measurement and Payment

The item “Pulverize Roadbed” is measured and paid for by the square yard based on the
theoretical pulverization area and includes all labor, materials, tools, equipment, and testing
related to the pulverization operation and preparation of the existing roadway. The roadbed
dimensions to be pulverized should be shown on the typical sections, layout plans, and quantity
sheets to clearly indicate the limits of the pulverized roadbed (See Appendix C).
15
Additional additives such as Class 2 AB, lime, and cement are measured and paid for per ton.
The item includes all labor, materials, tools, equipment, and incidentals for placing and mixing
the additive with the pulverized roadbed. No cost adjustment is made for increases or decreases
in additive quantities during construction operations unless the pulverization dimensions are
changed. Section 4-1.03B, “Increased or Decreased Quantities,” of the Standard Specifications
does not apply.

6.3.2 Supplemental Work

Due to the difficulty in identifying underlying unsuitable material (see Section 5.4), a
Supplemental Work item for roadway excavation to remove and dispose of the material should
be included in the estimate if unsuitable material has been identified or is otherwise likely to be
present on a project. Any unsuitable material that has already been identified should be
quantified and estimated as a roadway item and not included in Supplemental Work.

6.3.3 Working Days

Due to the wide array of equipment available and varying roadway distress addressed using
pulverization, it is difficult to suggest a single expected production rate. Daily production rates
may vary on average from 4,750 yd2 to 9,500 yd2 based on the interaction of variables such as
existing pavement structure, distress, pulverization depth, gradation, and grading.(1) The
experience level of the contractor with the pulverization process is also a factor. If the contractor
uses multiple pulverizers, production will be increased, but grading and compacting are the
typical constraints on construction productivity. Based on experience with rural, 2-lane
conventional highways in District 2, a single pulverizer can typically cover 1 mile in three passes
during an 8-hour shift, but grading and compacting takes an additional half a shift. Daily paving
operations typically consist of two lifts over half a mile. Table 4 provides a general guide for
estimating pulverization production rates:

Table 4: Daily Pulverization Production

Daily Production Existing AC Pulverization Alligator Cracking PAB Profile/Cross

Rate (yd2) Thickness (in.) Depth1 (in.) (frequency) Gradation Slope Corrections
Thick Deep Continuous
4700 Coarse Numerous
(7-9 inches) (8-10 inches) (85-100%)

Medium Medium Nearly continuous

Range

7100 Medium Some

(5-7 inches) (6-8 inches) (50-85%)

Thin Shallow None to intermittent

9500 Fine Minor
(3-5 inches) (4-6 inches) (0-50%)

16
7.0 REFERENCES:

1. Asphalt Recycling and Reclaiming Association, “Basic Asphalt Recycling Manual” – 2001.

2. David Jones and John Harvey – “Relationship between DCP, Stiffness, Shear Strength, and
R-value” – July 2005.

3. Manuel Bejarano and Bruce Steven – “Effects of Different Compaction Efforts on Virgin and
Recycled Granular Materials for Roads” – September 2006.

4. Manuel Bejarano – “Evaluation of Recycled Asphalt Concrete Materials as Aggregate Base”

– November 2001.

5. Joint Departments of the Army and Air Force, USA, TM 5-822-14/AFMAN 32-8010, “Soil
Stabilization for Pavements” – 25 October 1994.

6. Bruce Steven, Eungjin Jeon, and John T. Harvey – “Initial Recommendation of a Gravel
Factor for Pulverized Asphalt Concrete Used as an Unbound Base” – April 2007.

17
 APPENDIX A
ADDITIVE DETERMINATION(5)

Note: As an alternative to stabilizing additives, granular material such as Class 2 AB or fine

material such as fly ash or kiln dust may be added to pulverized material to improve gradation or
plasticity characteristics.

1. Using gradation information from CT 202, locate the AREA on Figure ‘A’.

2. Using the AREA and the plasticity index (PI) from CT 204, determine potential stabilizing
additive types from Table ‘A’ (next page).

FIGURE ‘A’

0 10 20 30 40 50 60 70 80 90 100

PERCENT BY WEIGHT, FINES

(MATERIAL PASSING NO. 200 SIEVE)

I
 APPENDIX A

ADDITIVE DETERMINATION(5)

Table ‘A’

c
If bituminous stabilizing additives are recommended, contact the Headquarters Office of Pavement Design.

II
 APPENDIX B
EXAMPLE
PULVERIZED PAVMENT STRUCTURE
DESIGN

GIVEN PROJECT: Description: 2-lane, rural conventional highway

Traffic Index: TI20 = 10.5
Length: 4.3 miles
Width (EP to EP): 28 ft
Existing Pavement Structure:

Pulverization Varies 0.40 to 0.65’ AC

Depth

Varies 0.85 to 1.00’ AB Lab Tested R-value = 53

R-value = 30 SG

DETERMINE: Pulverized Pavement Structure Design:

Pulverization depth
HMA overlay thickness

SOLUTION: GETotal = GEHMA + GEPAB + GEAB

For a 20-year design:
GETotal = 0.0032(TI20)(100 – RSG)
GETotal = 0.0032(10.5)(100-30)
GETotal = 2.35
For a single depth pavement structure design throughout the project, the
maximum existing AC thickness governs the minimum design
pulverization depth:
From Table 2: With a maximum existing AC thickness = 0.65 ft;
Minimum design pulverization depth = 0.75 ft;
Corresponding gravel equivalent: GEPAB = (thickness)(Gf) = 0.90

To determine the GE of the remaining AB, use the average existing

pavement structure thicknesses:
0.40 + 0.65
Average Existing AC Thickness = = 0.525 ft
2
0.85 + 1.00
Average Existing AB Thickness = = 0.925 ft
2
Average Remaining AB Thickness = 0.525 + 0.925 – 0.75 = 0.70

III
 APPENDIX B

GE
Thickness =
Gf
From Figure 8: With existing pavement structure & R-valueAB = 53, Gf = 1.0
Therefore:
GEAB = 0.70 x 1.0 = 0.70
And, the GE required for the HMA layer is:
GEHMA = GETotal – GEPAB – GEAB
GEHMA = 2.35 – 0.90 – 0.70 = 0.75

From HDM Table 633.1:

With TI20 = 10.5 Gf (HMA) = 1.71
The closest GE to the calculated value of 0.75 is:
GEHMA = 0.77 ≈ 0.75
Correspondingly:
Actual HMA Thickness = 0.45 ft

PULVERIZED PAVEMENT STRUCTURE DESIGN

NOTE:
For pavement structures with thinner maximum existing AC thicknesses than the 0.65 ft in
this example, increasing pulverization depth can offer potential cost savings by minimizing
demand for new material. The resulting increased PAB layer thickness reduces the required
thickness of the new HMA layer, which per HDM Index 633.1 must be at least 0.15 ft.

IV
 APPENDIX C
Example Pulverization Project Plans

V
 APPENDIX C
Example Pulverization Project Plans

VI
 APPENDIX C
Example Pulverization Project Plans

VII
 APPENDIX D

ADDITIONAL RESOURCES

Information Internet Address

Highway Design Manual (HDM) [Link]

Life Cycle Cost Analysis [Link]

Office of Flexible Pavement Materials (OFPM-METS) [Link]

Office of Pavement Engineering (OPE) [Link]

Pulverization [Link]

[Link]
Standard Specifications (May 2006)
2006_StdSpecs/

Information Intranet Address (Caltrans Only)

[Link]
(North Region Unit) Cost Database
db=Cost%20Data%209&-loadframes

Document Retrieval System [Link]

Geographic Information Services (GIS) [Link]

Pavement Condition Report (PCR 3.2) [Link]

Pavement Evaluation Manual [Link]

Photolog [Link]

VIII