National Technological Congress, Kerala - 2011 College of Engineering Trivandrum, January 28-29, 2011

Reclaimed Asphalt Pavement (RAP) Technology for a Sustainable Pavement

Dr. R. Sathikumar and Nivedya M. K.
Abstract The volume of heavy good vehicles is multiplying year by year. This has led to various distresses in the pavement. The ageing of bitumen binder is yet another problem causing deterioration of pavements. The method commonly preferred to protect the road system is overlaying the distressed pavements with virgin courses. But this leads to thickening of pavement layers, depletion of natural ingredients, and use of nonrenewable resources and emissions of harmful gases. Reclaimed asphalt pavement (RAP) technology is one of the rehabilitation methods used in many of the developed countries. In developing countries like India, this method is in its initial stages. Depletion of natural resources and increase in road elevation due to continuous overlaying, necessitate the adoption of reclaimed asphalt pavement technology. This technique is a promising and cost effective technology for rehabilitating distressed and aged pavements. Recycling in place of overlaying of asphalt pavements contributes to various ecological and economic advantages. The use of RAP in asphalt mixes is a mean to recycle the existing roadway and use that material in a limited amount in the construction of new pavements. This report discusses about various methods of recycling. The advantages of Reclaimed asphalt pavement technology over conventional method are discussed. An integrated mix design approach for hot recycled mix from RAP samples was also studied. Index Termsdepletion, recycling, sustainable

I. INTRODUCTION

ue to the steady increase in traffic, more and more roads are deteriorating. The proper strengthening and maintenance of the road network is urgently required. Effective, timely and speedy maintenance is the only way to protect the erosion of huge capital investments which are linked to the road system. Overlaying the distressed pavements with virgin courses had been adopted and continues to be the preferred method for restoration of aged pavements. The continuous application of overlays increases the pavement
Manuscript received December 10, 2010. Dr. R. Sathikumar, Dean(U.G. Studies), College of Engineering , Trivandrum ( e-mail: rsathikumar06@yahoo.co.in). Nivedya M.K., M.Tech Student, Traffic and Transportation Division, Department of Civil Engineering, College of Engineering, Trivandrum (e-mail: nivedyamk@gmail.com).

thickness and approaches the curb line. The conventional methods are responsible for 22 percent of the global energy consumption 25 percent of fossil fuel burning across the world and 30 percent of global air pollution and greenhouse gasses. Recycling, in place of conventional method of overlaying of asphalt pavements has made a rapid advancement in the developed countries. The availability of proven and efficient recycling technology favoured the adoption of Reclaimed Asphalt Pavement (RAP) Technology in many countries. This method of strengthening and repairing roads was based on their durability rather than their initial cost. The concept of RAP lies in restoring the physicochemical properties of the aged bitumen to its original and the same time to enhance the mechanical properties and strength of the aged binder. The various ecological and economic advantages which contributed to enhancement of recycling processes throughout the world are conservation of aggregates and binders, reduced cost of transportation, preservation of existing pavement geometrics, preservation of environment, conservation of energy and labour, decrease in pavement thickness/height. With the development of RAP technology, asphalt pavement rehabilitation costs would significantly decrease. The effective use of RAP solves a larger societal problem because it does not occupy landfill space. In addition to the economic benefits of using RAP, rehabilitation options that create RAP may have substantial engineering benefits. For example, the ability to mill and remove old, distressed pavements allows for more effective rehabilitation techniques. Severely cracked or rutted layers can be removed so that their damage is not reflected through a new surface layer. A. Need for the Study The developed countries are using RAP technology to a very large extent where as developing countries like India, it is still in the very initial stage. In this method the same pavement can be recycled over and over again, thereby conserving the aggregates and binders. The energy and labour is also preserved. But there is no widely accepted reclaimed and mix design methodology. Its high time that the recycling process need to be implemented owing to their major advantages over overlaying process. This highlights the need for the study.

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National Technological Congress, Kerala - 2011 College of Engineering Trivandrum, January 28-29, 2011

B. Objectives The objectives of the study are To study about the Reclaimed Asphalt Pavement (RAP) technology as a renewable resource To study Mix design approach for hot recycled RAP In this study various researches conducted on RAP technology in the past few years are discussed. II. METHODOLOGY A. General Reclaimed Asphalt Pavement is formed by cold milling, heating/softening and removal of the existing aged asphalt pavement, full depth removal, or plant waste Hot Mix Asphalt (HMA) materials. The escalating increases in crude oil prices as well as cost of energy are expected to result in increased prices of asphalt binders and a resulting interest in the use of RAP in pavements. B. Methods of Recycling Pavements The common types of recycling operations include hot mix recycling, Hot In-place Recycling (HIR), Cold In-place Recycling (CIR), and Full Depth Reclamation (FDR). Among this, hot mix recycling is very commonly used for producing hot mix asphalt, which can be used as overlays in preventive maintenance operations where as thick layers in rehabilitation. Hot in- place and Cold in-place recycling are commonly used for preventive maintenance operations, where as full depth reclamation is generally used for rehabilitation work. Hot In -Place Recycling Hot in place recycling has been described as an onsite, inplace method that rehabilitates deteriorated asphalt pavements and thereby minimizes the use of new materials and it is shown in Fig.1. Basically, this process consists of four steps: (1) Softening of the asphalt pavement surface with heat (2) Scarification and/or mechanical removal of the surface material (3) Mixing of the material with recycling agent, asphalt binder, or new mix and (4) Lay down and paving of the recycled mix on the pavement surface. The primary purpose of hot in -place recycling is to correct surface distresses. Fig. 2 shows the injection of emulsion in a hot in-place recycling process.

Cold Recycling Cold recycling can be divided into two main parts-cold inplace recycling and cold milling. Cold milling is used for obtaining materials for hot mix recycling. (i) Cold Milling It is a method of automatically controlling the removal of pavement to a desired depth with specially designed equipment and restoration of the surface to a specified grade and slope, free of bumps, ruts and other imperfection. The modern cold milling equipment has tungsten carbide teeth on drums, with variable cutting width for a variety of pavements and excellent maneuverability for different milling situations. (ii) Cold In-place Recycling (CIR) It is defined as a rehabilitation technique in which the existing pavement materials are reused in place. The materials are mixed in place without the application of heat. The reclaimed asphalt pavement material is obtained by milling or crushing the existing pavement. Virgin aggregate or recycling agent or both are added to the RAP material, which is then laid and compacted. The use of cold in place recycling can restore old pavement to their desired profile, eliminate existing wheel ruts, restore the crown and cross slopes and eliminate potholes and rough areas. Some of the major reasons for the increased use of this method are the increase scarcity of materials, particularly gravel and crushed rock, minimum traffic disruption, the ability to retain the original profile, the reduction of environmental concerns and a growing concern for depleting petroleum reserves. The steps in cold in place recycling consists of preparation of the construction area, milling of the existing pavement, the addition of recycling agents and virgin materials, laydown, compaction and placement of the surface course. Full Depth Reclamation (FDR) It has been defined as a recycling method where all of the asphalt pavement section and the pre-determined amount of underlying materials are treated to produce a stabilized base course. Different types of additives, such as asphalt emulsions and chemical agents such as calcium chloride, Portland cement fly ash, and lime are added to obtain an improved base. The main five steps in this process are pulverization, introduction of additive, shaping of the mixed material, compaction and application of a surface or a wearing course. If in-place material is not sufficient to provide the desired depth of the treated base, new materials may be imported and included in the processing. This method is normally performed to a depth of 100 to 300 mm (4 to 12 in.).The major advantages and benefits of full depth reclamation are as follows: 1. The structure of the pavement can be improved significantly without changing the geometry of the pavement and shoulder reconstruction. 2. It can restore old pavement to the desired profile,
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Fig. 1. Hot In place Recycling

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National Technological Congress, Kerala - 2011 College of Engineering Trivandrum, January 28-29, 2011

III. EXPERIMENTAL INVESTIGATION A. Mix Design [2] A study [2] showed that the use of RAP in the surface course of airfield pavement had a good resistance to rutting for RAP containing HMA mixes. From another study[1] the mix design for recycled mix was done to ascertain its in-service performance. Basic requirements of mix design was given as The quantity of old aggregates and new aggregates was to be adjusted in such a way that the resultant gradation of aggregates conforms to the specified gradation. The quantity of the aged asphalt binder, virgin asphalt binder and the rejuvenator, if any, was to be adjusted in such a way that the resultant viscosity becomes equal to the desirable viscosity at operating temperature. Some other parameter (for example complex shear modulus etc.) may be chosen instead of viscosity. The total quantity of asphalt binder should be adjusted in such a way that it satisfies the desired asphalt binder quantity of the target mix. The other volumetric and strength parameters of the mix should also be satisfied. The step-by-step laboratory procedure followed in a work done on RAP samples reported [1] is described below. Representative samples (say 2 samples) from in-service pavement (i.e. RAP) were procured and was cleaned for deleterious matters. These materials were identified as Sample 1 and Sample 2. The RAP samples were proportioned, and mixed with virgin asphalt binder and new aggregates, for various target bitumen contents. Standard Marshall testing was conducted for estimation of the possible optimal binder content. Further, creep and fatigue tests were performed on the recycled samples in order to assess their performance. The same tests were conducted for virgin mixes, with same specification, to have a comparative idea of mix performance. It was reported that recoverable strain in recycled mix was comparable to that of virgin mix and at lower strain levels; the fatigue lives of the recycled mixes were better or similar to that of virgin mix. However, at higher strain level, the opposite trend was observed. B. Constituent Properties[2] The physical properties of the individual components of the collected RAP samples were determined. Aged asphalt binder and old aggregates were separated from the RAP samples using Centrifuge Bitumen Extractor (CBE). The basic objective of the recycled mix design is to know the best constituent proportions between the RAP, virgin binder and new aggregates. The total binder content of the recycled mix
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eliminate existing wheel ruts, restore crown and slope, and eliminate pot holes, irregularities and rough areas. Pavement- widening operations can also be accommodated in the process. A uniform pavement structure is obtained by this process. 3. It can eliminate alligator, transverse, longitudinal and reflection cracking. Ride quality can be improved. 4. The production cost is low, and only a thin overlay is required. 5. Engineering costs are low 6. Materials and energy are conserved and air quality problems resulting from dust, fumes and smoke are eliminated. The process is environmentally desirable, since the disposal problem is avoided. Full depth Reclamation is used for pavements with deep rutting, load associated cracks, non- load associated cracks, reflection cracks. it is particularly recommended for pavements having a base or subgrade problem. Modern equipment is available with the option of using water, emulsion, foamed asphalt or cement slurry as the recycling agent. Hot Mix Recycling It is a method in which RAP is combined with new aggregates and an asphalt cement or recycling agent to produce HMA. The RAP may be obtained by paving milling with a rotary drum cold milling machine or from a ripping or crushing operation. RAP from different sources and containing different asphalt contents and aggregates with different gradations should be stockpiled separately. The RAP cannot be processed in normal drum mix plant since excessive blue smoke is produced when the RAP comes in contact with the burner flame. Most of the smoke problem is caused by the light oils in soft grades of asphalt binder used to rejuvenate the aged asphalt in the RAP. The smoke problem could be solved by various processes such as lowering the HMA plants production rate, decreasing the moisture content of the RAP, lowering the discharge temperature of the recycled mix, introducing additional combustion air, and decreasing the percentage of RAP.
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Fig. 2. Hot in place Recycling

National Technological Congress, Kerala - 2011 College of Engineering Trivandrum, January 28-29, 2011

was found out by some preliminary estimation and iterative mix design process done. The average asphalt binder content of the RAP and the gradation of the old aggregates present in RAP were found out. The virgin and extracted (aged) binders were tested for their physical properties. The test results are given in Table 1. The gradation of RAP aggregates is presented in Fig 3 TableI: Properties of extracted and virgin asphalt binder Bitumen type Specific Test 80/100 ations Sample 1 Sample 2 grade Ductility ISI 1208: 1978 ISI 1205:1969 ISI 1202:1978 IS 1448:1969 IS 1203:1978 ASTM D 4402-02 67 11 10

SofteningP oint (OC) Specific Gravity Flash Point

49.5

69.5

78.5

specified by MORT&H guidelines was chosen as the reference temperature. The target viscosity was chosen as 2320 MPas. This was basically the viscosity value observed in 60/70 penetration grade of binder at the target temperature. It means the target of the present mix design problem is to achieve a viscosity of the recycled mix (at reference temperature) similar to that of 60/70 grade of bitumen, by using 80/100 grade of bitumen as the recycling agent. The proportion between the aged and virgin binder (pob : pnb), percentage of binder present in RAP (PbRAP) and the percentage of total binder demand of the recycled mix( PRb) were known. From this percentage of virgin bitumen (PRnb) and RAP (PRRAP) to be added to obtain the recycled mix was estimated. Once the percentages of two constituents (i.e, PRnb and PRRAP) are known, the quantity of the third constituent (i.e., percentage of new aggregates in recycled mix, (PRna)) was automatically known. The aggregate gradation of the recycled mix was suitably adjusted by using a desirable gradation of the new aggregates. The final form of the derived formulae for proportion calculation, satisfying the requirements of recycled mix design is presented in Table 2. Percentage of virgin binder Percentage of RAP Pecentage of new aggregates = pnb X PRb = 100-( PRRAP + PRnb)

1.007

1.003

1.209

= pob X PRb X 100/ ( Pb RAP)

280

255

260

Penetration Dynamic Viscosity at 100OC(mPa s)

87.5

26

18.7

1140

6240

4750

Source: Aravind et al.(2007)

Where, pnb - proportion of virgin binder PRb - percentage of total binder demand of the recycled mix pob - proportion of aged binder PRb - percentage of total binder demand of the recycled mix Pb RAP - percentage of binder present in RAP PR RAP - percentage of RAP PRnb - percentage of virgin bitumen The constituent proportions calculated from the equations were numerically identical to that of calculated as per Asphalt Institute, (Aravind et al. (2007). Using the above equations an illustration is shown below Proportion of virgin binder(pnb) Percentage of total binder demand of the recycled mix(PRb ) Proportion of aged binder(pob ) Percentage of binder present in RAP(Pb Substituting , Percentage of virgin binder = pnb x PRb = (60X4)/100 = 2.4 Percentage of RAP = pob X PRb X 100/ ( Pb RAP) = 40 X 4 X 100/(3.5)
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RAP

60% 4 40% ) 3.5

Fig. 3 Gradation of RAP aggregates Source: Aravind et al. (2007) In this study, the minimum rolling temperature 100 0C, as
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National Technological Congress, Kerala - 2011 College of Engineering Trivandrum, January 28-29, 2011

= 45.7 Pecentage of new aggregates =100-( PR RAP+ PRnb) = 100-(45.7+2.4) = 51.9 It is seen that nearly 50% percentage aggregates are replaced by adding RAP. C. Mix Preparation[2] Mainly two processes were adopted to prepare the samples. They are type 1 and type 2 processes. (i) Type 1 Process: First, aged binder and old aggregates were separated from the RAP using CBE equipment. Then, precalculated quantity of virgin binder was added to the extracted binder to produce a homogeneous mixture of binder of required viscosity. This binder mix was then added to a hot mix of old and new aggregates to produce the recycled mix. (ii) Type 2 Process: Collected RAP was broken into pieces using hammer. While breaking, aggregates should not be crushed due to impact of hammer. This broken material was added to new aggregates and then heated to higher temperature. To this mixture, known amount of hot virgin binder was added. This mixture was mixed well to produce the recycled mix. In the study [1], four possible mix combinations were obtained .Tests were conducted for the virgin mix, using the mid-point gradation of the Semi-Dense Bituminous Macadam (SDBC) mix as specified by MORT&H. The common zone of binder content for which all the Marshall parameters satisfied was found to be ranging between 5.0 % and 6.4 %. Binder content within the feasible zone was adopted as design value. The construction cost of asphalt layer, made up of recycled mix and virgin mix, for a 7 m wide and 1 km long stretch was compared [1]. It was estimated that cost of construction with recycled mix was economical compared to virgin mix and percentage saving in the construction cost varied between 12 % and 54 % for different mixes. The variation in the material cost was due to differences of design thickness and mutual constituent proportions [1]. IV. CONCLUSION The majority of old asphalt pavements are recycled at central processing plants, asphalt pavements may be pulverized in place and incorporated into granular or stabilized base courses using a self-propelled pulverizing machine. Hot in-place and cold in-place recycling processes have evolved into continuous train operations that include partial depth removal of the pavement surface, mixing the reclaimed material with additives (such as virgin aggregate, binder and softening or rejuvenating agents to improve binder properties), and placing and compacting the resultant mix in a single pass.
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From the studies it was found that the resilient modulus and Marshall Stability values were higher for the virgin mixtures than the RAP mixtures. From the studies it was concluded that at current time, there was no specific test available that would accurately determine the presence and quantity of RAP in hot-mix asphalt. The cost of construction using recycled mix was economical compared to virgin mix. Percentage saving in the material cost was found to be varying in different mixes due to the variation in the thickness and constituent proportions. The economic benefits of using RAP, rehabilitation options that create RAP have substantial engineering benefits. The ability to mill and remove old, distressed pavements allows for more effective rehabilitation techniques. Severely cracked or rutted layers can be removed so that their damage is not reflected through a new surface layer multiple studies that the structural performance of recycled mixes is equal and in some instances better than that of the conventional mixes. A sustainable development is a development that meets the needs of the present without compromising the ability of future generations to meet their own needs. Recycling of pavements by re-using the existing materials will protect natural resources for future generation. Thus RAP is a sustainable pavement construction for the environment. ACKNOWLEDGMENT I express my sincere thanks to Dr. M. Satyakumar, Traffic and Transportation Division Head, Department of Civil Engineering, College of Engineering, Trivandrum and Dr. Rajib B. Mallick, Associate Professor, Department of Civil and Environmental Engineering, Worcestor Polytechnic Institute, USA for their kind co-operation during this work.

REFERENCES
[1] [2] [3] Aravind, K. and Animesh Das, Pavement design with central plant hot-mix recycled asphalt mixes, ASCE Journal of Transportation Engineering, Vol. 21 , 2007, pp 928 936 Elie, Y. Hajj, Peter, E. Sebaaly and Pratheepan Kandiah, Evaluation of the use of reclaimed asphalt pavement in airfields HMA, ASCE Journal of Transportation Engineering, Vol. 35, 2009, pp 163-169 Rajib B. Mallick and Tahar El-Korchi, Pavement engineeringprinciples and practice, CRC Press, London, 2009, pp. 405413.