英语翻译Guthrie,Young,Blankenagel,and Cooley 2 INTRODUCTION Cement-stabilized roadbed materials have been successfully used in pavements for over 85 years (1).In particular,cement is increasingly used in conjunction with full-depth recycling (FDR

英语翻译Guthrie,Young,Blankenagel,and Cooley 2 INTRODUCTION Cement-stabilized roadbed materials have been successfully used in pavements for over 85 years (1).In particular,cement is increasingly used in conjunction with full-depth recycling (FDR
英语翻译
Guthrie,Young,Blankenagel,and Cooley 2
INTRODUCTION
Cement-stabilized roadbed materials have been successfully used in pavements for over 85 years
(1).In particular,cement is increasingly used in conjunction with full-depth recycling (FDR),
where the cement-treated base (CTB) is constructed using reclaimed material from a deteriorated
asphalt pavement.The addition of Portland cement to the pulverized reclaimed asphalt
pavement (RAP) and aggregate base material increases the strength and stiffness of the base
layer,improving its bridging capacity over lower layers (2).This process thus creates a very
attractive cement-based product when considering economic,environmental,and engineering
perspectives.
In order to avoid early-age damage to CTB materials,the cement must be allowed to cure
for a period of time before the pavement can be opened to traffic.Trafficking of a cement-
treated material before sufficient strength gain has occurred can lead to marring and permanent
deformation of the layer.For this reason,many transportation agencies require a 7-day curing
period before a cement-treated layer may be opened to traffic (3).While this conservative
approach avoids damage to the newly constructed CTB,it can delay construction,increase
construction costs,and cause greater inconvenience to the traveling public.Consequently,a
reliable method is needed for determining when a newly constructed cement-treated roadway has
achieved sufficient strength to prevent damage under early trafficking.
The purpose of this research was therefore to evaluate the utility of selected equipment
available to pavement engineers and contractors for assessing susceptibility to bearing-capacity
failure or excessive permanent deformation in cement-stabilized materials under traffic loading.
In particular,the utility of individual devices for monitoring the strength gain of cement-
stabilized materials immediately following construction was investigated.
This paper describes four types of equipment that have the potential for evaluating the in-
situ strength or stiffness of cement-treated materials and provides details of the laboratory and
field testing conducted in connection with a pavement reconstruction project along Interstate 84
(I-84) in Morgan,Utah.The results are then discussed together with statistical techniques used
to quantify the repeatability and the sensitivity of the SSG and CIST data to CTB curing time.
The conclusion summarizes the research findings and offers recommendations for future work

英语翻译Guthrie,Young,Blankenagel,and Cooley 2 INTRODUCTION Cement-stabilized roadbed materials have been successfully used in pavements for over 85 years (1).In particular,cement is increasingly used in conjunction with full-depth recycling (FDR
翻译后是：
伽丝瑞,年轻化,布兰克纳格尔,而库利二日
导言
水泥稳定路基材料已成功地应用于行人道,为超过85年
（ 1 ） .尤其是,水泥用得越来越多,在与全纵深再循环（ FDR ）的,
如水泥治疗基地（城巴） ,是用填海的材料,从恶化
沥青路面.添加硅酸盐水泥向煤粉复垦沥青
路面（说唱）和砂砾基层材料增加了强度和刚度的基地
层,改善其架桥能力较低层（ 2 ） .这个过程中,从而创造了一个非常
有吸引力的水泥基产品时,考虑经济,环境及工程
观点.
为了避免早龄损害城巴材料,水泥,我们必须让治愈
一个时期以来前路面可以通车.贩卖水泥-
经过处理的物质之前,有足够的实力增益发生,可导致marring和永久
变形层.为此,许多运输机构需要7天的固化
始水泥处理层,可通车（ 3 ） .虽然这种保守
方法避免损坏新建成的城巴,它可以延迟建设,提高
建筑成本,并造成更大的不便,为乘客.因此,
可靠的方法是需要确定什么时候可以在新修的水泥处理巷道已
达到足够的强度,以防止损伤早期贩运.
本研究的目的,因此,评价效用选定设备
提供给路面工程师和承包商评估易感性承载力
衰竭或过量的永久变形,在水泥稳定材料的交通负荷.
尤其是,公用事业个别设备的监测强度增益水泥
稳材料后立即施工被查处.
本文介绍了四种类型的设备,有潜力评价中
原位强度或刚度的水泥处理过的材料,并提供详细的实验室和
场进行的测试中,涉嫌与路面改造工程沿州际84
（一84 ） ,在摩根,犹他州.结果,然后一起讨论与统计技术的使用
量化,可重复性和灵敏度的特殊保障和中科院数据城巴固化时间.
结论总结研究成果,并提供了对今后工作的建议