Acronyms and Abbreviations

MDGs RAP

Millenium Development Goals Reclaimed Asphalt Pavement

CHAPTER ONE

1.0

INTRODUCTION

The use of bituminous surfacings in pavements is on the increase in developing countries as traffic loads increase. Pavements age from ever-increasing traffic and climatic stresses, resulting in courses with properties no longer compatible with their intended functions at the end of their lifetime. When they become worn out, the recycling of the bituminous surfacings can reduce costs and damage to the environment by reducing the exploitation of local natural resources. This is particularly true for countries where there is a shortage of road-building aggregates or where there are no indigenous oil reserves. Recycling non-renewable resources, which is the central theme of this study, embraces the 7th goal of the millenium development goals (MDGs), which calls for ensuring environmental sustainability for the benefit of all. The theme is aligned towards achieving sustainable consumption and production, which is often summarized as achieving more with less, thereby increasing resource efficiency. In essence, this means using materials and energy efficiently and gaining the maximum output for the minimum input. The trend is basically towards re-using existing materials in a lesser function to maintain and upgrade pavements. In the recycling process, the material from deteriorated pavement, known as reclaimed asphalt pavement (RAP), is partially or fully reused in fresh construction. Some of the advantages associated with pavement recycling are (i) (ii) (iii) (iv) (v) conservation of energy preservation of environment reduced cost of construction conservation of aggregate and binder preservation of existing pavement geometrics etc.

It is also reported that recycled mix has higher resistance to shearing and scuffing, which in turn increase the rutting resistance (Betenson 1979). Chances of reflective cracking are found to be less with recycled mix (Mallick 2005). Bituminous pavement recycling technology is not popular in Kenya. However, in advanced countries, bituminous material is the most recycled material in the construction industry. For example, in USA, 33 million tons of RAP is used per year for recycling purpose which is around 80% of the total amount of RAP collected from old bituminous pavements (Holtz and Eighmy 2000). The amount of RAP used for recycling per year is about 0.84 million tons in Sweden, 7.3 million tons in Germany, 0.53 million tons in Denmark and around 0.12 million tons in Netherlands (Holtz and Eighmy 2000). In the year 1995, 20 million tons of recycled hot mix was produced in Japan, which constituted 30% of the total hot mix production (Ikeda and Kimura 1997). The RAP contains aged bitumen and aggregates, hence has a poorer performance as compared to the fresh mix. The purpose of bituminous recycling is to regain the deteriorated properties of the RAP, such that it tends to perform as good as fresh mix. Thus, the process of bituminous recycling involves mixing of the RAP, fresh bitumen, rejuvenators and new aggregates in suitable proportions. Rejuvenators are low viscosity oily substances, which help to bring down the high viscosity of aged bitumen. The purpose of this study to discuss the various existing practices for the re-use of pavement materials from surfacings and road foundations based on where they will be used in the future. The study is therefore a response to the need to construct and maintain pavements out of a concern for sustainable economy in compliance with increasingly demanding environmental constraints. In other words, this study aims to promote use of recycled materials in order to reduce the consumption of virgin resources.

CHAPTER TWO

2.0

LITERATURE REVIEW

In tropical countries the types of asphalt that are most likely to be available for recycling are those that have become severely age-hardened and cracked or surfacings that have failed through plastic deformation (Overseas Road Note 19). Of these types of failure the former is more common, with plastic deformation failures occurring locally where traffic is slow moving such as at junctions and on climbing lanes. Aged asphalt can be expected to be brittle and to contain very hard bitumen. In contrast, asphalt that has deformed plastically is likely to contain bitumen that has suffered very little age hardening. These two types of material present different problems for recovery, stockpiling and re-use.

REFERENCES

1. TRL research report R6897. (2002). A guide to the design of hot mix asphalt intropical and sub-tropical countries. Overseas Road Note 19. Appendix H. 2. Ministry of Planning and National Development. (2005). Millenium Development Goals in Kenya Needs & Costs. Government of Kenya. pp.119-140. 3. Betenson W. D. (1979). Recycled asphalt concrete in Utah. Proceedings of the Association of Asphalt Paving Technologists. Vol.48. pp.272-295. 4. Mallick, B. R. (2005). Lecture notes. A 3-day workshop on recycling and other pavement rehabilitation methods. IIT Kanpur. 8-10th February. pp.58-350. 5. Aravind. K. and Animesh Das. Bituminous pavement recycling

http://web.iitd.ac.in/~akswamy/Published%20Articles/Bituminous%20pavement%20recy cling.pdf Department of Civil Engineering, IIT Kanpur. 6. Holtz, K., and Eighmy, T. T. (2000). Scanning European advances in the use of recycled materials in highway construction. Public Roads. Vol. 64. No. 1. pp 34-40. 7. Ikeda, T., and Kimura, M. (1997). Recent developments in recycling asphalt pavements in Japan. Proceedings of 8th international conference on asphalt pavements. Seattle, Washingto. pp. 99-106.