就地冷再生(CIR)是一種路面修復(fù)工藝，其中將破損瀝青路面碾壓規(guī)定深度，將回收瀝青路面(RAP)粉碎并與穩(wěn)定劑(乳化瀝青或泡沫瀝青)混合，然后將產(chǎn)生的再生材料鋪筑在路面上并壓實。

　　Cold in place recycling (CIR) is a pavement repair process, in which the damaged asphalt pavement is rolled to the specified depth, the recycled asphalt pavement (RAP) is crushed and mixed with the stabilizer (emulsified asphalt or foam asphalt), and then the generated recycled materials are paved on the pavement and compacted.

　　一列CIR設(shè)備通常由一輛水罐車、一輛瀝青罐車、一臺再生設(shè)備、一臺攤鋪機和壓路機組成。舊路面基本上是在不離開原位的情況下重新鋪設(shè)的。這種工藝減少了將舊材料移除并將新的鋪路材料運送到工作現(xiàn)場的施工交通量。

　　A CIR equipment usually consists of a water tanker, an asphalt tanker, a recycling equipment, a paver, and a roller. The old road surface is basically re paved without leaving its original position. This process reduces the construction traffic required to remove old materials and transport new paving materials to the work site.

　　在整個過程中，材料不會受熱——這是與傳統(tǒng)工藝相比的另一個優(yōu)勢。完工后，CIR通常覆蓋有一層或多層瀝青混合料。在低交通量應(yīng)用中，碎石封層(chip seal )或開普密封(?cape seal)通常用作終表面層。CIR工藝是一項成熟的技術(shù)，用于所有類型的路面，包括農(nóng)村公路、城市街道甚高交通量的州際公路。自2016年以來，John Senger一直是伊利諾伊州交通部(IDOT)的路面技術(shù)工程師。在Senger的眾多職責中，他為地區(qū)和辦公室的工程師提供路面設(shè)計、修復(fù)和維護策略支持，并審查和更新路面相關(guān)規(guī)范，包括與CIR相關(guān)的規(guī)范。十多年來，伊利諾伊州的地方機構(gòu)項目中有大量的CIR項目，還有一些用于技術(shù)評估的IDOT實驗項目。從2019年開始，更多的CIR項目出現(xiàn)在他們的修復(fù)戰(zhàn)略中。

　　Throughout the entire process, the material will not be heated - this is another environmental advantage compared to traditional craftsmanship. After completion, CIR is usually covered with one or more layers of asphalt mixture. In low traffic applications, chip seals or cape seals are typically used as the final surface layer. CIR technology is a mature technique used for all types of road surfaces, including rural roads, urban streets, and even high traffic interstate highways. John Senger has been a pavement technology engineer at the Illinois Department of Transportation (IDOT) since 2016. Among Senger's numerous responsibilities, he provides pavement design, repair, and maintenance strategy support to engineers in regional and central offices, and reviews and updates pavement related specifications, including those related to CIR. For over a decade, there have been numerous CIR projects in local institutional projects in Illinois, as well as some IDOT experimental projects used for technology evaluation. Starting from 2019, more CIR projects have appeared in their repair strategies.

　　為什么像IDOT這樣的機構(gòu)在他們的修復(fù)項目中指定CIR？Senger回答說:“IDOT的道路網(wǎng)由大約85%的復(fù)合路面組成，其中大部分包含許多加鋪層。該部門在當前的路面結(jié)構(gòu)上投入了大量資源，CIR提供了一種經(jīng)濟有效的方法使道路上現(xiàn)有的HMA重生。CIR還為“重建”低ADT(平均日交通量)道路提供了一個很好的選擇，這些道路由于資金限制將永遠無法重建。這種處理方法既又經(jīng)濟，恢復(fù)交通的速度也相對較快。”

　　Why do organizations like IDOT specify CIR in their repair projects? Senger replied, 'IDOT's road network consists of approximately 85% composite pavement, with most of it containing many overlay layers.'. The department has invested a significant amount of resources in the current pavement structure, and CIR provides an economically effective method to revive the existing HMA on the road. CIR also provides a great option for "rebuilding" low ADT (average daily traffic volume) roads, which will never be able to be rebuilt due to financial constraints. This treatment method is both environmentally friendly and economical, and the speed of restoring traffic is relatively fast. ”

　　伊利諾伊州(Illinois State)鄧拉普(Dunlap)附近的伊利諾伊州91號公路就是Senger描述的這些項目之一。該項目指定了4英寸(10.16cm)的CIR處理，然后是大約4英里(6.44km)的1.5英寸(3.81cm)的HMA表面。CIR通常用于有破損的路面，包括但不限于松散、坑洼、縱向和橫向熱裂縫以及邊緣開裂。

　　The Illinois Route 91 near Dunlap is one of the projects described by Senger. The project specifies a 4-inch (10.16cm) CIR treatment followed by a 1.5-inch (3.81cm) HMA surface of approximately 4 miles (6.44km). CIR is commonly used for damaged road surfaces, including but not limited to loose, potholes, longitudinal and transverse hot cracks, and edge cracks.

　　上圖顯示了與未處理的現(xiàn)有車道相鄰的CIR層的施工。所有開裂、破損的路面都被粉碎，與瀝青乳液混合，通過攤鋪機攤鋪，并壓實規(guī)定的密度以滿足性能要求。施工后不久，交通就可以在CIR再生層上行駛了。當CIR路面揮發(fā)水分并達到終固化，從而允許HMA路面施工完成修復(fù)過程時，該路面便可承載交通。

　　The above figure shows the construction of the CIR layer adjacent to the untreated existing lane. All cracked and damaged pavements are crushed, mixed with asphalt lotion, paved by pavers, and compacted to the specified density to meet performance requirements. Shortly after construction, traffic will be able to travel on the CIR regeneration layer. When the CIR pavement evaporates moisture and reaches final solidification, allowing the HMA pavement construction to complete the repair process, the pavement can carry traffic.

　　和許多新技術(shù)一樣，設(shè)計師和檢查員都很想知道“CIR路面的表現(xiàn)如何？”IDOT的個CIR項目建于2010年，包括美國24號公路3.8英里(6.12km)路段上的3.5英寸(8.89cm)CIR處理。原來的路面狀況很差。該路段的IRI測量值平均為273英寸/英里。IRI代表國際平整度指數(shù)，這是一種衡量路面平整度的指標，新鋪設(shè)項目的典型值在2550英寸/英里之間。數(shù)值在125200英寸/英里范圍內(nèi)的路面是修復(fù)的候選路面。

　　Like many new technologies, designers and inspectors are curious about the performance of CIR pavement? ”The first CIR project of IDOT was built in 2010, including a 3.5-inch (8.89cm) CIR treatment on a 3.8-mile (6.12km) section of US Route 24. The original road condition was very poor. The average IRI measurement value for this section is 273 inches per mile. IRI stands for International Roughness Index, which is an indicator of road surface smoothness. The typical value for new pavement projects is between 25 and 50 inches per mile. Road surfaces with values ranging from 125 to 200 inches per mile are candidate for repair.

　　Senger和他的團隊一直在跟蹤這個個CIR項目的表現(xiàn)，并在近的2021年俄亥俄州運輸和工程會議上分享了數(shù)據(jù)。上圖顯示了CIR項目與全州綜合項目相比的路面狀況等級。IDOT采用路面狀況評級系統(tǒng)，9.0為狀況，1.0為差狀況。這個CIR項目在十年后保持了低于7的路面狀況等級。這優(yōu)于典型的復(fù)合路面(PCC路面上的HMA加鋪層)，后者在使用10年后通常得分在5到6分之間。目前，路面的平整度測量值為70英寸/英里。并且顯示出一些低嚴重程度的開裂。

　　Senger and his team have been tracking the performance of this first CIR project and shared data at the recent 2021 Ohio Transportation and Engineering Conference. The above figure shows the road condition level of the CIR project compared to the statewide comprehensive project. IDOT adopts a road condition rating system, with 9.0 being the best condition and 1.0 being the worst condition. This CIR project maintained a road condition level below 7 after ten years. This is superior to typical composite pavements (HMA overlay on PCC pavement), which typically score between 5 and 6 points after 10 years of use. At present, the measured roughness of the road surface is 70 inches per mile. And it shows some low severity cracking.

　　當涉及到確定使路面修復(fù)和材料更可持續(xù)的方法時，CIR可能是解決方案的一部分。組織正在探索如何推進瀝青再生技術(shù)，如CIR，以積極影響瀝青路面的碳足跡。各機構(gòu)也不會落后太多。

　　When it comes to determining methods to make road surface repairs and materials more sustainable, CIR may be part of the solution. The organization is exploring how to advance asphalt recycling technologies, such as CIR, to positively impact the carbon footprint of asphalt pavements. Each institution will not fall too far behind.

　　當被問及可持續(xù)性和材料再利用是否是選擇處理方案的因素時，Senger回答說:“是的。幾何形狀、可施工性和排水也是一個因素。IDOT尚未開發(fā)或?qū)嵤┤魏晤愋偷纳芷诜治?LCA)流程，但我們一直在尋找有助于保護環(huán)境的方法?！?/p>

　　When asked if sustainability and material reuse are factors in choosing treatment options, Senger replied, "Yes. Geometry, constructability, and drainage are also factors. IDOT has not yet developed or implemented any type of life cycle analysis (LCA) process, but we have been searching for methods that can help protect the environment. ”

　　Senger補充說，“有，該部門可能會采用生命周期評估(LCA)流程，這將有助于管理和指導(dǎo)修復(fù)和重建決策。目前，分析中的可變性令我擔憂。調(diào)整某些輸入可以極大地影響分析結(jié)果，我們試圖盡可能為所有處理和路面類型創(chuàng)造一個公平的競爭環(huán)境?！?/p>

　　Senger added, 'One day, the department may adopt a Life Cycle Assessment (LCA) process, which will help manage and guide repair and reconstruction decisions.'. At present, the variability in the analysis worries me. Adjusting certain inputs can greatly affect the analysis results, and we strive to create a fair competitive environment for all processing and road surface types as much as possible. ”

　　鋪裝行業(yè)和協(xié)會如何發(fā)揮作用？為瀝青材料開發(fā)一個強大、準確和可靠的LCA數(shù)據(jù)庫可能關(guān)重要，不僅有助于機構(gòu)指定具有成本效益、性能良好的路面材料，而且有助于為凈零碳排放的未來指定更可持續(xù)的選項。

　　How can the pavement industry and associations play a role? Developing a powerful, accurate, and reliable LCA database for asphalt materials may be crucial, not only for institutions to designate cost-effective and high-performance pavement materials, but also for specifying more sustainable options for a net zero carbon emissions future.

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