See discussions, stats, and author profiles for this publication at: https://www.researchgate.

net/publication/304529801

100% Hot Mix Asphalt Recycling: Challenges and Benefits

Article  in  Transportation Research Procedia · December 2016

DOI: 10.1016/j.trpro.2016.05.315

CITATIONS READS

21 975

3 authors, including:

Martins Zaumanis Rajib B. Mallick

46 PUBLICATIONS   833 CITATIONS   
Worcester Polytechnic Institute
135 PUBLICATIONS   1,994 CITATIONS   
SEE PROFILE
SEE PROFILE

Some of the authors of this publication are also working on these related projects:

Energy harvesting from infrastructure View project

Sustainable Fully Recycled Asphalt Concrete by Swiss Federal Office for the Environment FOEN and EMPA Materials Science and Technology View project

All content following this page was uploaded by Martins Zaumanis on 29 June 2016.

The user has requested enhancement of the downloaded file.

 Available online at www.sciencedirect.com

ScienceDirect
Transportation Research Procedia 14 (2016) 3493 – 3502

6th Transport Research Arena April 18-21, 2016

100% hot mix asphalt recycling: challenges and benefits

Martins Zaumanis a *, Rajib B. Mallick b , Robert Frank c
a
Worcester Polytechnic Institute (WPI), 100 Institute Road, Kaven Hall, Worcester, MA 01609, United States, jeckabs@gmail.com
b
Worcester Polytechnic Institute (WPI), 100 Institute Road, Kaven Hall, Worcester, MA 01609, rajib@wpi.edu
c
RAP Technologies, 217 Belhaven Avenue, Linwood, NJ 08221, United States, info@raptech.us

Abstract

Dramatically rising asphalt binder cost, dwindling budgets, growing traffic loads, and the desire to find more sustainable paving
practices are forcing agencies to seek ways for maximizing the re-use of Reclaimed Asphalt Pavement (RAP). While most of the
academic and industrial institutions have been focused on the development of procedures to recycle hot asphalt mixes with up to
40% RAP content, a few industry innovators have refined 100% recycling technologies over the past four decades to a level
where routine production of 100% recycled mixes is in clear sight. The main hindrance in the widespread use of 100% recycling
is the unproven performance of 100% RAP pavements and lack of a unified and rational system for selection of materials and
mix design. The objective of this research was, therefore, to critically investigate the concept of 100% recycling, determine
whether such mixtures can perform as well as conventional asphalt mixes and if yes, develop a mixture design method for 100%
recycled asphalt. This article presents a summary of the research, demonstrating that with adequate mixture design 100%
recycled asphalt mixtures can perform equally to conventional asphalt. The available production technologies are also shortly
summarized. Finally an environmental effect and cost calculation is performed demonstrating reduction of emission by 35%
while reducing the costs of materials by half.
©©2016 The Authors.
2016The Published
Authors. by Elsevier
Published B.V. B.V..
by Elsevier This is an open access article under the CC BY-NC-ND license
(http://creativecommons.org/licenses/by-nc-nd/4.0/).
Peer-review under responsibility of Road and Bridge Research Institute (IBDiM).
Peer-review under responsibility of Road and Bridge Research Institute (IBDiM)

* Corresponding author. Tel.: +37-126-665-537.

E-mail address: jeckabs@gmail.com

2352-1465 © 2016 The Authors. Published by Elsevier B.V. This is an open access article under the CC BY-NC-ND license
(http://creativecommons.org/licenses/by-nc-nd/4.0/).
Peer-review under responsibility of Road and Bridge Research Institute (IBDiM)
doi:10.1016/j.trpro.2016.05.315
3494 Martins Zaumanis et al. / Transportation Research Procedia 14 (2016) 3493 – 3502

Keywords: 100% recycling; asphalt production; state-of-the-art; RAP; reclaimed asphalt; rejuvenator; recycling agent; asphalt cost; sustainable
pavement

1. Introduction

Currently in many construction projects asphalt is recycled in unbound base layers; for road shoulders and rural
roads; cold or hot in-place recycling; and by adding a relatively small percentage to new hot mix asphalt. Asphalt
recycling is not truly sustainable when it is degraded and used in these lower value applications. 100% hot mix
recycling closes the materials cycle by fully utilizing the valuable materials found in reclaimed asphalt in high
quality application
There are many questions and confusion among researchers and industry regarding the feasibility and necessity
for production of total Reclaimed Asphalt Pavement (RAP) recycling. This paper and the complementary video
(https://youtu.be/y-rYvdGiEbY) presents a summary of a holistic study to evaluate the technology, benefits,
constrains, costs, and viability of 100% RAP hot mix asphalt as well as a summary of the recorded performance of
such mixes.
Here introduce the paper, and put a nomenclature if necessary, in a box with the same font size as the rest of the
paper. The paragraphs continue from here and are only separated by headings, subheadings, images and formulae.
The section headings are arranged by numbers, bold and 10 pt. Here follows further instructions for authors.

2. History of 100% RAP Production

2.1. Historical sites

Historically, due to oil crisis in the 1970’s and consecutive increase in binder cost, a significant effort was placed
on research of high use of RAP. FHWA demonstration project No.39 in the 1970’s and beginning of the 1980’s was
aimed at reducing energy use and asphalt costs by maximizing the recycling. Due to the available production
technologies at the time, RAP content in most projects was limited to around 30-70% (Hellriegel (1980); Howard et
al. (2009); Henely (1980); Zywiak (1982); Federal Highway Administration (1995)). The few 100% RAP field
research projects that could be found in the literature are listed in Table 1. The observed problems of pavement
performance, consistency, production and excessive emissions at the very high RAP projects significantly reduced
the research and trust in high RAP content mixtures (Howard et al. (2009); Bloomquist et al. (1993)). A comfortable
approach of using low RAP content (10 to 25%) has been adopted since then and is reality even nowadays.

2.2. Modern plants

The unsuccessful initial experience with high RAP mixes in many respects can be attributed to immature
production technology. Bonaquist (Bonaquist (2007)) has noted that many of the isolated failures with high RAP
content mixtures have occurred when unprocessed RAP was produced in asphalt plants that were not designed to
handle such mixtures.
The aim of 100% recycling was not forgotten and a numerous inventers tried to develop a technology that would
allow to produce up to 100% RAP content mixtures. Many of these technologies, like Cyclean microwave heating
process, were not successful in commercialization, but new designs have come in place and currently many different
technologies, although most produced as pilot plants in one unit, are available (Zaumanis et al. (2014a)):

x “All-RAP process” process uses conventional hot mix asphalt plant components and a patented multi-stage
filtration system to capture blue smoke.
x “Ammann RAH 100” is a counter flow dryer with two phase drum where the RAP is heated with hot air and
dispatched before contact with direct flame.
 Martins Zaumanis et al. / Transportation Research Procedia 14 (2016) 3493 – 3502 3495

x “Rapmaster” processor heats the RAP indirectly using gases that are generated in a dedicated combustion
chamber and channeled inside heat exchange tubes that pass through the length of the drum in counter flow
direction.
x “Astec RAP King” is a hot-oil tube type rotary drum where RAP flows across internal hot-oil filled tubes as the
drum rotates.

Table 1. Historic 100% RAP plant-produced hot mix asphalt projects.

Project Construction Layer Additive dose and Plant type Performance Source
year type
Interstate 8, 1978 Base and 2.5% Cyclogen Central, Likely due to overdose of (Federal Highway
Sentinel, surface Drum dryer rejuvenator, in-place Administration,
Arizona density showed low air 1995; Little &
voids (0-2.3%) although the Epps, 1980)
mixture was designed with
4.1% air voids
Interstate 15, 1974 Surface 1.5% AR-8000 Central, Section required heavy (Federal Highway
Henderson, 0.75% Paxole Drum dryer maintenance and was Administration,
Nevada removed in 1986 1995; Little &
Epps, 1980)
U.S. 84, 1976 Base 4.0% AC-10 Central, Hot n/a (Little & Epps,
Snyder, Texas pug mix 1980)
Loop 374, 1975 Surface 1.6% Reclamite Central, n/a (Little & Epps,
Mission, Texas 3.0% AC-5 Drum dryer 1980)

2.0% Flux oil

U.S. 50, 1975 Surface 1.5% AC-10 Central, n/a (Little & Epps,
Holden, Utah Drum dryer 1980)
Georgia 1991 Unspecified 0% and 4% “Cyclean” Good performance after 17 (Bloomquist et al.
unspecified months of service 1993)
recycling agent

x “HyRAP” is a direct heating system that uses a parallel flow drum with four point material entry collars for
different fractions of RAP.
x “Alex-Sin Manufacturing” uses a double shell drier where the RAP is passed through the inner shell and heated
from the outer shell using seven perpendicularly located burners.
x “RATech” uses indirect heating from a separate hot air generator to heat RAP in an originally designed triangle
profile drier.
x “HERA System” is an indirect heating process in which hot gasses heat the outside of satellite tubes in drum,
inside which the asphalt is heated and dried while rotating.
x “Bagela” recycler is an ultra-portable (towable) drum with up to 10t/hour production capacity. Flame in a
separate combustion chamber heats RAP mainly through the hot wall of mixing drum.
x “RSL” is another company producing towable recycling units with up to 25t/h capacity. In the process heat is
directed into the top of the mixing drum, inside which the asphalt is heated and dried while rotating.

3. Mix design

The traditional mix design methodology, especially with respect to design of optimal binder content, has to be
modified for very high content RAP mixtures. The mix designer will have to make compromises when choosing
3496 Martins Zaumanis et al. / Transportation Research Procedia 14 (2016) 3493 – 3502

how to process the reclaimed asphalt and what size fractions best satisfy the mixture gradation, binder content,
mixture volumetric and performance-property requirements while efficiently utilizing the available material.
Choice of recycling agent and its dose is another significant aspect. These products are designed to alter the
mechanical properties and chemical composition of aged RAP binder in order to ensure the required pavement
performance for another service period. They should reduce the RAP mixture stiffness and make the RAP asphalt
binder effectively “available” for blending without overly softening the mix to cause rutting problem.
The authors’ proposed design principles for dense-graded high-RAP mixes can be summarized as follows (Fig.1):
x First, the aggregates are tested for the required properties and the chosen RAP fractions are combined in an initial
mixture composition. The basic principle for ensuring good performing asphalt pavement is to apply the same
requirements to the RAP aggregates as those that are specified for virgin mineral aggregates (Willis et al.( 2012)).
x The binder is then extracted from the mixture to determine its properties and choose the necessary recycling
agent type and dose. The binder content can be modified by changing RAP source, adjusting fines content in the
mixture, switching between rejuvenators or modifying their dose and, finally, adding virgin binder. Care should
be given to ensure diffusion and blending between rejuvenator, RAP binder and virgin binder, if any.
x The asphalt is mixed and compacted in laboratory to determine the volumetric and performance-related
properties. The chosen performance-test methods should be based on the local climatic conditions, anticipated
failure modes as well as the experience, confidence and availability of pass/fail criteria. These tests in some cases
might have to replace the volumetric design principles.
x The steps are repeated by taking appropriate modification if correspondence to the specification requirements are
not met at any stage.

Fig. 1. 100% RAP mixture design.

A proper mix design alone will not ensure the expected pavement performance. Consistency of the end product
must be ensured through management and quality control operations of reclaimed asphalt. Material supply chain
including the milling, processing, storage, and quality control operations have to be an integral part of high content
reclaimed asphalt production. Some of the most important operations to consider are:
 Martins Zaumanis et al. / Transportation Research Procedia 14 (2016) 3493 – 3502 3497

x Separation of RAP having various values (aggregate or binder type, age, etc.), just like it is done with virgin
aggregates;
x Minimization of fines content during milling and processing operations;
x Control and minimization of stockpile variability through sufficient material sampling, testing, as well as
stockpile grading, fractionation, and mixing;
x Reduction of moisture content;
x Elimination of stockpile contamination (including startup waste).

4. Performance and test results

For being viewed as an alternative to conventional asphalt any high-RAP mixture (including 100% recycled
asphalt) has to provide the expected performance and longevity of the road pavement. The main mix performance
hindrances toward increased use of high content reclaimed asphalt mixtures are:

x Cracking. The distresses in high RAP mixtures are mostly associated with the aged binder. The stiff, less elastic
binder in RAP typically increases mixture stiffness (Al-Qadi et al. (2012); West et al.(2013)) and therefore can
cause fatigue damage (Daniel et al. (2010); Shah et al. (2007); West et al. ( 2011)) and low temperature
brittleness (Terrel et al. (1992); West et al. (2011)). These are some of the main reasons for reluctance for
government agencies to allow very high RAP content (Mogawer et al.(2012); Willis et al. (2012)).
x Rutting. Multiple studies have shown that the resistance to rutting resistance is likely to be very good for high
RAP mixes because of the presence of aged binder (McDaniel et al. (2000); Silva et al. (2012); Karlsson et al.
(2006)). However, the recycling agents are aimed at reduction of the mix stiffness and may cause increased
rutting if overdosed or insufficiently diffused in RAP binder.
x Flushing. In field studies with the use of incompatible products or excessive dose of recycling agents, a
migration of oils toward the surface of the asphalt layer has been noticed, resulting in reduction of the friction of
wearing course and compromised pavement performance. This has been described as unstable rejuvenation
resulting in bleeding or flushing (Karlsson et al. (2006); Kandhal et al. (1997)).

4.1. 100% recycling research result overview

To evaluate the performance of 100% RAP mixture in respect to the problems mentioned above, a research was
performed and short summary of the main results is presented here and in a video https://youtu.be/y-rYvdGiEbY.
Rejuvenator screening (Zaumanis et al. (2013b)). The research was started with a screening study of
rejuvenators. Nine different products were mixed with extracted RAP binder, including plant oils, waste-derived
oils, engineered products, as well as traditional and non-traditional refinery base oils. The efficiency of softening the
aged RAP binder by these rejuvenators was evaluated through testing of kinematic viscosity and penetration and
results demonstrated that six of the oils can ensure sufficient reduction of viscosity. Low temperature creep
compliance and tensile strength tests of mixture demonstrated that all products provided similar or reduced stiffness
compared to unmodified RAP mixture, but only five of them ensured equal or higher strength. The products that
provided improvement in all tests were refined tallow, aromatic extract, distilled tall oil and organic blend.
Performance properties (Zaumanis et al. (2014c), Zaumanis et al. (2014d)). After validation of the general
concept, a thorough study to determine the performance properties of 100% recycled asphalt pavement was
undertaken. Six rejuvenators were used in the study: waste vegetable oil, waste vegetable grease, organic oil,
distilled tall oil, aromatic extract, and waste engine oil. These products were added at a 12% dose to a 100% RAP
mixture that was re-graded to correspond to Superpave 9.5mm requirements. The mixtures were compared with
unrejuvenated RAP mixture and a virgin mix with the same gradations. The main findings were that (1) rutting
resistance of rejuvenated mixes was excellent and correlates well with performance grade of bitumen; (2) five of the
six rejuvenators reduced low temperature cracking susceptibility compared to RAP mix and two rejuvenators
provided similar performance to virgin mix; (3) fatigue was measured using three different tests: Linear Amplitude
Sweep (LAS) for binder, as well as Coaxial Sheer Test (CAST) and Fracture Work Density (FWD) for mixture. The
100% rejuvenated mixes demonstrated mixed performance in comparison with the virgin mix and the test results
3498 Martins Zaumanis et al. / Transportation Research Procedia 14 (2016) 3493 – 3502

varied depending on the test method and loading conditions. (4) moisture resistance was good for all of the
rejuvenated samples, but some plant oil products had the tendency to decrease it. (5) rejuvenators improved the mix
workability, but not to a level of the virgin mix;
Rejuvenator dose optimization (Zaumanis et al. (2014b)). A study was undertaken to develop a practical
method to determine an optimum rejuvenator dose that would enable the designer to ensure reduced stiffness and
improved resistance to cracking without over softening the binder to cause rutting. To evaluate the overall trends
two doses of six rejuvenators were added to the recovered RAP binder and they were tested for performance grade
(PG), and penetration. The study showed that for all of the rejuvenators the high and low PG temperature were
reduced linearly with an increased dose while penetration increased exponentially. It was found that the PG sum of
aged-rejuvenated binder is likely to be higher than that of source virgin binder. These findings were taken into
account and an outline for optimizing the rejuvenator dose was developed to account for the variability of the RAP
binder due to differences in aging and RAP source.
Micro-mechanics and rheology (Yu X et al. (2014)). A study focusing on fundamental aspects of rejuvenation
was undertaken. Two different bitumens were artificially aged and rejuvenated by blending with two rejuvenators
(aromatic extract and waste vegetable oil). The blends were tested using bending beam rheometer (BBR), atomic
force microscopy (AFM) and SARA fractionation. The results indicated that mechanical properties of rejuvenated
binders were in between those of virgin and aged binders and this was qualitatively consistent with microscopic
measurements of adhesion and dissipation of the same binders. The alterations in mechanical properties were well
reflected in changes of chemical composition according to SARA fractionation results. Aging of binders
demonstrated significant morphological transformations but rejuvenation most often did not reproduce the original
microstructure of virgin binder.
Modelling of rejuvenator diffusion (Zaumanis et al. (2013a)). Stoke-Einstein’s equation and Flick’s law were
used as the basis of calculations with finite element method that was aimed at determining the effect of time and
temperature on rejuvenator diffusion in binder film. The results helped in estimation of the temperature range to
reach homogeneous rejuvenator concentration within binder film during production; it also demonstrated the
complexity of bitumen and rejuvenator interaction since the results were not fully in line with mechanical test
results.
Full scale trials. To evaluate moisture susceptibility, samples were cored from 100% RAP pavement on 154th
street between 25th and 26th avenue in Queensborough, NYC, shortly after paving in 2011, and repeatedly at the
same locations in 2013 (Fig. 2). The samples that were cored shortly after construction confirmed that pavement has
the targeted 7.0% air voids. After two years of service the asphalt pavement had further densified having average air
voids from six cores of 3.5 % (range 2.0-4.8 %). These cored samples were tested for Tensile Strength Ratio (TSR)
after conditioning using Moisture Induced Stress Test (MIST). This device simulates conditions of repeated pore
pressure in saturated pavement created by moving vehicle tires. MIST consists of a system to use a supply of
compressed air to load and apply vacuum to force water out and in through an HMA sample. The conditioning was
run according to ASTM D7870 procedure, having 5000 cycles of loading with water pressure of 0.28 MPa at 40 Ԩ.

Fig. 2. Coring of 100% RAP samples in 2013.

 Martins Zaumanis et al. / Transportation Research Procedia 14 (2016) 3493 – 3502 3499

In addition, samples were produced from the same materials in the laboratory providing a total of three sets of
samples:

x Plant-mixed, road-compacted: samples obtained from road cores.

x Plant-mixed, laboratory-compacted: mixture was sampled during production and compacted after reheating in
laboratory.
x Laboratory-mixed, laboratory-compacted: materials were sampled during production and both mixed and
compacted according to the same mix design in laboratory.

Before determining tensile strength, half of the samples were exposed to MIST while the other half was tested
dry. The TSR values in Table 2 demonstrates the strength of dry versus moisture conditioned samples. The TSR is
high for all samples, having no loss of strength after moisture conditioning. Thus all samples well exceed the
traditional requirement of saturated to dry strength ratio of 0.8. The tensile strength of laboratory mixed, laboratory
compacted samples was the highest of all mixtures. It has to be noted that road cores were 10 cm while lab-produced
specimens were 15 cm in diameter. One other parameter indicating moisture damage is a significant change (more
than 1.25 %) in bulk specific gravity (BSG) after MIST test, but as demonstrated in the table none of the samples
experienced such problem. Thus the experiment confirms that there is no moisture damage, and the moisture
susceptibility results can be accurately predicted in laboratory.

Table 2. Tensile Strength Ratio for Differently Prepared Samples.

Sample Type Dry air voids, BSG change after Dry tensile Average
% MIST, % strength, kPa TSR

Road cores after 2 year service 3.5 -0.43 440 0.99

Plant-Mixed, Laboratory-Compacted 7.0 0.0 439 1.01
Laboratory-Mixed, Laboratory-Compacted 5.9 -0.66 540 1.02

The good performance of 100% RAP mixtures is further confirmed in a study by Mallick et al. (2010). The
authors present results of full scale application of 100% RAP wearing coarse in New York City. Renoil” recycling
agent was used to restore the RAP binder grade to the desired PG 70-28 grade for 12.5mm Suparpave dense-graded
asphalt mixture. The results demonstrated good consistency of air voids, Marshall stability and flow. Samples were
also cored from 7 year old 100% RAP pavement where Renoil was used as recycling agent. The air void content at
four of six core locations was similar to control section while at the others two it was high (9.6 and 11.2%). Stiffness
of the rejuvenated 100% RAP mixture, measured by resilient modulus test, was lower than that of concurrently
paved 15% RAP mixture that was used as control. Creep compliance at -10°C, which is an indicator of low
temperature stiffness, showed similar results for both 15% and 100% RAP mixtures.
Finally, a visual inspection tour of the first 100% recycled sites in New York City was performed in 2012.
Wearing courses on 85th road and 75th street in Woodhaven were constructed in 2001 along with control sections.
The mixtures had 12.5 mm design (6F mixture designation by NYC DOT) and were paved on a concrete base. The
inspection did not reveal significant differences between the virgin control sections and 100% recycled asphalt
pavement and both sections were performing well.

5. Environmental Analysis

For hot mix pavements, the main two main processes that are responsible for GHG emissions and energy use are
binder and asphalt mix production (Chappat et al. (2003); Huang et al. (2009)). RAP use reduces the binder
consumption and thus proportionally decreases the environmental effect. To determine the effect of 100% recycling
a calculation was performed that is described in full in Zaumanis et al. (2014a). Because of the lack of long term in-
field performance, the analysis was limited to unit inventory or cradle-to-gate analysis.
3500 Martins Zaumanis et al. / Transportation Research Procedia 14 (2016) 3493 – 3502

The emissions data from different processes of asphalt production was compiled from four different sources.
Based on “Re-Road” project (Waymen et al.( 2012)) and the practical experience reported by 100% RAP mixture
producers, the energy use at asphalt production and paving operations was assumed to be independent of recycled
asphalt content rate. According to the developers of the recycling technologies, the emissions were also assumed
similar to traditional asphalt plants (RAP Technologies; RAP Process Machinery; Volker Wessels). A mixture
containing 25% sand, 70% crushed stone and 5% bitumen was used in the calculations as a representation of a
typical virgin mix. 100% RAP mixture is considered having a recycling agent content of 12% by binder mass
The estimation of cradle-to-gate emissions of virgin mix versus 100% RAP mixture, including raw material
production, RAP processing, asphalt production, hauling and paving is presented in Fig. 3. For simplicity, the
transport distance was considered constant and consists of 50 km distance from quarry/RAP site to asphalt plant plus
50 km asphalt plant to paving site. The only variables in the process are energy use for production of constituent
materials. The calculation results demonstrate 18 kg or 35% of CO2 equivalent reduction per ton of paved mixture
when producing asphalt from 100% reclaimed material instead of using virgin material.

Fig. 3. Emissions per ton of paved asphalt.

6. Cost Analysis

A calculation was performed to assess the materials related costs for production of mixtures with increased RAP
content. Material prices in New Jersey, US from the middle of 2014 were used for calculation. These expenses will
vary in time and depend on the technology in use and the location of the contractor. For example, large metropolitan
areas often have surplus of RAP from city streets and the contractors will often pay for disposing it. Rural areas, on
the other hand may have shortage of RAP and asphalt producers will need to purchase it. The operational expenses
that are likely to remain constant (e.g. staff wages, rent) were not included in the calculation.
For calculation purposes a mix design having aggregate content of 94.3% and binder content of 5.7% (RAP
binder 5.1% + recycling agent 0.6%) was used.
Fig. 4 summarizes the calculation results of material related costs per ton of produced asphalt with a RAP content
ranging from 0% to 100% RAP. Depending on the market situation with availability of RAP, the costs of per ton of
100% RAP mixture would be reduced between 50 to 70% compared to virgin mix.
 Martins Zaumanis et al. / Transportation Research Procedia 14 (2016) 3493 – 3502 3501

Fig.4. Material related costs of hot mix recycling.

7. Summary and Discussion

Dramatically rising bitumen cost, dwindling budgets, growing traffic loads, and the desire to find more
sustainable paving practices are forcing agencies to seek ways for maximizing the re-use of Reclaimed Asphalt
Pavement (RAP). While most of the academic and industrial institutions have been focused on the development of
procedures to recycle hot asphalt mixes with up to 40% RAP content, a few industry innovators have refined 100%
recycling technologies over the past four decades to a level where routine production of 100% recycled mixes is in
clear sight.
A doctoral study was undertaken with an objective to critically investigate the concept of 100% recycling,
determine whether such mixtures can perform as well as conventional asphalt mixes and if yes, develop a mixture
design method for 100% recycled asphalt.
The research work began with an extensive review of the existing production technologies and quality control
procedures for hot-mix recycling. It was found that there are at least ten readily available, but sparingly used,
production technologies for 100% hot-mix recycling and they were described in detail. One of them – RAP
Technologies (located in New York City) – was collaborating with WPI for developing the research.
The study involved testing of eleven rejuvenators both to restore binder properties and in 100% RAP lab-
produced mixtures. A methodology was developed to optimize the rejuvenator content for ensuring the desired
Performance Grade (PG) with proper consideration of the statistical variability of RAP stockpile. Extensive
rheological, micromechanical and chemical characterization tests were performed with select rejuvenators to
confirm true rejuvenation of aged binders. The final proof of rejuvenation was a series of 100% RAP mix tests. The
results indicated that with appropriate mix design and choice of rejuvenators, significant improvement in low
temperature cracking resistance while providing a moisture and rut resistant mixture. With the use of some
rejuvenators a long-term performance equal to that of reference virgin mix was achieved. Based on these findings a
framework for designing 100% recycled asphalt mixtures was developed.
A cradle-to-gate analysis of environmental effects indicated 35% CO2eq savings of a 100% RAP asphalt mixture
compared to virgin mix. Cost analysis showed at least 50% savings in material related expenses.
Full results of the study are available in seven articles and are summarized in a video (https://youtu.be/y-
rYvdGiEbY).
Based on the proven experience with the 100% recycled pavement in city streets and excellent research results,
the New York City department of transportation has allowed paving of such mixtures in the city streets since
2015!

8. References

Al-Qadi, I. L., Aurangzeb, Q., Carpenter, S. H., Pine, W. J. and Trepaner, J. "Impact of High RAP Contents on Structural and Performance
Properties of Asphalt Mixtures," Illinois Center for Transportation, Springfield, IL, June 2012.
Binder and 100 % recycled asphalt Mixtures. Construction and Building Materials 71: 538-550, DOI: 10.1016/j.conbuildmat.2014.08.073
Bloomquist, D., Diamond, G., Oden, M., Ruth B. and Tia, M., 1993. "Engineering and Environmental Aspects of Recycled Materials form
Highway Construction," Western Research Institute, Laramie, WY.
3502 Martins Zaumanis et al. / Transportation Research Procedia 14 (2016) 3493 – 3502

Bonaquist, R. "Can I run more RAP?," Hot Mix Asphalt Technology, Vol. 12, No. 5, pp. 11-13, Sept. 2007.
Chappat, M. and Bilal, J. 2003."The Environmental Road of the Future," COLAS.
Daniel, J. S., Pochily, J. L. and Boisvert, D. M. 2010. "Can More Reclaimed Asphalt Pavement Be Added? Study of Extracted Binder Properties
from Plant Produced Mixtures with up to 25% Reclaimed Asphalt Pavement," Transportation Research Record: Journal of the Transportation
Research Board, Vol. 2180, pp. 19-29.
Federal Highway Administration, 1995."Pavement Recycling Executive Summary and Report," Federal Highway Administration, Washington,
D.C.
Hellriegel, E. J., 1980. "Bituminous Concrete Pavement Recycling," U.S. Department of Transportation, Arlington, VA
Henely R. P., 1980."Evaluation of Recycled Asphalt Concrete Pavements," Iowa Department of Transportation, Ames, IA
Howard, I. L., Cooley A. L. J. and Doyle J. D., 2009. "Laboratory Testing and Economic Analysis of High RAP Warm Mixed Asphalt,"
Mississippi Department of Transportation, Jackson, MS
Huang, Y., Bird, R. and Heidrich, O. 2009. "Development of a life cycle assessment tool for construction and maintenance of asphalt pavements,"
Journal of Cleaner Production, vol. 17, pp. 283-296.
Kandhal, P. M. and Mallick, R. B. 1997."Pavement recycling Guidelines for State and Local Governments - Participant's Reference Book,"
Federal Highway Administration, Washington, DC.
Karlsson, R. and Isacsson, U. 2006. "Material-Related Aspects of Asphalt Recycling-State-of-the-Art," Journal of Materials in Civil Engineering,
vol. 18, no. 1, pp. 81-92.
Little , D. N. and Epps, J. A. 1980. "Evaluation of Certain Structural Characteristics of Recycled Pavement Material," in Proceedings of the
Association of Asphalt Paving Technologists.
Mallick, R. B., Tao, M., O'Sullivan, K. and Frank, R.2010. "Why not use rejuvenator for 100% RAP recycling?," in Transportation Research
Board Annual Meeting, Washington.
McDaniel, R. S., Soleymani, H., Anderson, M. R., Turer P., and Peterson, R. 2000."Recommended Use of Reclaimed Asphalt Pavement in the
Superpave Mix Design Method," National Cooperative Highway Research Program.
Mogawer, W. S., Bennert, T., Daniel, J. S., Bonaquist, R., Austerman, A. and Booshehrian, A. 2012.Performance Characteristics of Plant
Produced High RAP Mixtures, vol. 13 (1), Transportation Pooled Fund Program, pp. 183-208.
RAP Process Machinery, "Evergreen Sustainable Pavements," [Online]. Available: http://www.smartpavesystem.com/index.html. [Accessed 16
October 2013].
RAP Technologies, "The All RAP Process," [Online]. Available: http://raptech.us. [Accessed 15 October 2013].
Shah, A., McDaniel, R. S., Huber, G. A. and Gallivan, V. L. 2007. "Investigation of Properties of Plant-Produced RAP Mixtures," Transportation
Research Record: Journal of the Transportation Research Board, no. 1998, pp. 103-111.
Silva, H. M., Oliveira J. R. and Jesus, C. M. 2012. "Are totally recycled hot mix asphalt a sustainable alternative for road paving?," Resources,
Conservation and Recycling, vol. 60, pp. 38-48.
Terrel, R., Joseph P. and Fritchen, D. 1992. "Five Year Experience on Low Temperature Performance of Recycled Hot Mix," Transportation
Research Record, no. 1362, pp. 56-65.
Volker Wessels, "HERA System," [Online]. Available: http://en.volkerwessels.com/en/projects/detail/hera-system.[Accessed 11 November
2013].
Waymen, M., Andersson-Skold, Y., Bergmen, R., Huang, Y., Parry, T., Raaberg J. and Enell, A. "Life Cycle Assessment of Reclaimed Asphalt,"
European Comission, 2012.
West, R., Michael, J., Turochy, R. and Maghsoodloo, S. 2011. "A Comparison of Virgin and Recycled Asphalt Pavements Using Long-Term
Pavement Performance SPS-5 Data," in Annual Meeting of the Transportation Research Board; 2011, Washington, DC.
West, R., Willis, J. R., and Marasteanu, M., "Improved Mix Design, Evaluation, and Materials Management Practices for Hot Mix Asphalt with
High Reclaimed Asphalt Pavement Content," NCHRP, Jan. 2013.
Willis, J. R., Turner, P., Julian, G. Taylor, A. J. and Padula, F. d. G., "Effects of Changing Virgin Binder Grade and Content on RAP Mixture
Properties," National Center for Asphalt Technology, Auburn, AL, May 2012.
Yu X., Zaumanis M., dos Santos S. Poulikakos L. 2014. Rheological, microscopic, and chemical characterization 4 of the rejuvenating effect on
asphalt binders. FUEL, 135: 162-171, DOI: 10.1016/j.fuel.2014.06.038.
Zaumanis M., Mallick R.B. 2013a. Finite element modelling of rejuvenator diffusion in RAP binder film – simulation of plant mixing process.
RILEM symposium 2013; Stockholm, Sweden, 12-14 June, 2013. 408-419.
Zaumanis M., Mallick R.B. Frank R. 2013b. Evaluation of Rejuvenator's Effectiveness with Conventional Mix Testing for 100% Reclaimed
Asphalt Pavement Mixtures. Transportation Research Record: Journal of the Transportation Research Board, 1 (2370): 17-25, DOI:
10.3141/2370-03.
Zaumanis M., Mallick R.B., Frank R. 2014a. 100% Recycled Hot Mix Asphalt: A Review and Analysis. Resources, Conservation & Recycling,
vol. 92, pp. 230-245. DOI: 10.1016/j.resconrec.2014.07.007.
Zaumanis M., Mallick R.B., Frank R. 2014b. Determining Optimum Rejuvenator Dose for Asphalt Recycling Based on Superpave Performance
Grade Specifications. Construction and Building Materials, 69: 159-166, DOI: 10.1016/j.conbuildmat.2014.07.035.
Zaumanis M., Mallick R.B., Frank R. 2014c. Evaluation of different recycling agents for restoring aged asphalt binder and performance of 100 %
recycled asphalt. Materials & Structures, 48(8): 2475-2488, DOI: 10.1617/s11527-014-0332-5.
Zaumanis M., Mallick R.B., Frank R. 2014d. Influence of Six rejuvenators on the performance properties of Reclaimed asphalt Pavement (RAP),
Construction and Building Materials 71: 538-550, DOI: 10.1016/j.conbuildmat.2014.08.073
Zywiak S. J., 1982."Demonstration Project No.39. Recycling Asphalt Pavements. New Hampshire," Federal Highway Administration.

View publication stats