AustStab Construction Tips

No.5 April 2000

Introduction

Competing resource requirements to maintain the Australian network has led many asset managers to seek
new approaches to establishing rehabilitation techniques to allow the network to meet minimum operation
requirements. One such technique is to stabilise sections or patches of failed granular pavements. Whilst
this a sound approach, the size of patch with regard to other road parameters can cause further damage to
the granular road material near the patch. This guideline seeks to provide guidance for asset managers and
design engineers to establish the best approach.

Site Investigation

Establishing the failure of a pavement material through a comprehensive site investigation is likely to lead
to a suitable rehabilitation option for the given resources for the project. Various SRAs have technical
manuals and guidelines listing the techniques for site investigation and AustStab developed an approach
for the purpose of a rational approach to rehabilitation design [Ref.1]. These guides should be consulted to
allow a suitable investigation to why the pavement failed and what type of material is available for
stabilisation.

During site investigation it may become apparent the pavement may have failed due to a weak subgrade or
lack of drainage. These two types of failure mechanism are important in determining the final pavement
patch configuration as noted in the following sections.

Subgrade Failures

All pavement materials are prone to failure should they be directly supported on weak subgrades (refer to
Figure 1).

Figure 1 Stabilised pavement showing block cracking due to weak subgrade region.

Stabilising the existing failed material and compacting to a specified level is unlikely to provide a long-
term rehabilitation solution. In these instances, it is prudent to stabilise or remove the weak subgrade layer
and strengthen the layer to at least a CBR of 10%. Once the top (i.e. at least 150 mm) of the subgrade has
been strengthened, the next stabilised layer can be constructed and compacted to suitable specified levels.

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Drainage

Many experience engineers will openly admit that drainage, or the lack of it, is one of the most common
causes of localised pavement failures. Similar to weak subgrades, the stabilisation of only the concerned
area is unlikely to provide a long-term solution as adjacent areas may “tank” subsoil water to well after
rainfall has ceased, leading to pavement failures adjacent to the patch (see Figures 2 and 3).

Figure 2 Potential drainage problems with half road width patching.

Figure 3 Potential drainage problems with longitudinal patching.

Equipment used for patching

At the moment there are three basic techniques for insitu patching, namely:

1. Skidsteer patrol patcher

In the 1990s saw the development of a small-scale patrol-patching machine. The machine uses a
600mmprofiler style head, mounted on a skidsteer. A 200 litre water tank, water pump and spray system
was incorporated onto the skidsteer.

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The aim of this equipment was to stabilise the top 150 mm of base material for a patch area of less than 50
2
m and to provide an immediate short-term solution. More detail may be obtained from AustStab
Construction Tip 2 [Ref.2].

The more common approach is to use a reclaimer/stabiliser for patching. Bringing this equipment to the
site is an important cost to the project, and therefore, careful consideration to the extent of patching for the
road should be considered before tendering.

For the last five years, some AustStab contracting members have utilised part-width rotors, as shown in
Figure 4. These special rotors were developed for the shoulder widening safety project identified by many
SRAs as a rational approach to reducing rural death tolls due to poorly defined and sound shoulders
[Ref.3]. These rotors mix to a width much less than the width of the reclaimer.

Figure 4 A half width rotor that can operate on several reclaimers including the RS500.

When full width deep-lift patches are carried out the transverse joint may be curved due to the size of the
rotor, and in this instance the contractor is required to make two transverse mixes to “square” the
transverse joints as shown in Figure 5.

Profilers are not recommended for stabilisation of patches, even when those have been adapted by the
manufacturer with a water spray bar and water storage tank.

Figure 5 Transverse joints requires additional reclaiming for deep-lift stabilised patches.

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Suitable patch widths

The best approach to take with patching is to stabilise the full carriageway width to overcome potential
drainage problems and problems where wide wheel paths may occur on rural single and two lane roads.

If the failure of the patch is on the uphill side of the formation the half-road patches may be suitable.
Otherwise if the failed pavement is on the downhill side of the formation, a full width patch is considered a
prudent solution.

For patching of the outer wheel path due to rutting it is recommended that the pavement material be
stabilised from the centre of the lane to the shoulder. However, these patches should be limited to about 50
m in length. Greater distances should involve full lane width patches.

References

1. Site Investigations National AustStab Guidelines, 14 October 1999.

The Association is a non-profit organisation sponsored by organisations involved in the stabilisation and road
recycling industry in Australia whose purpose is to provide information on the use and practice of pavement
stabilisation. This Construction Tip documents is distributed by the Association for that purpose. Since the information
provided is intended for general guidance only and in no way replaces the services of professionals on particular
projects, no legal liability can be accepted by the Association for its use.

For more information about the Association, please write to the Chief Executive Officer, AustStab,
By mail PO Box 738, Cherrybrook NSW 2126
Email : enquiry@[Link] or
visit the web site at [Link]

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