Presented by,

Under the guidance of,

S.Sreenivasulu
Dr .Ryntathiang L.T
(R.NO.07410415)

Department of civil Engineering

Indian Institute of Technology – Guwahati.
Life cycle costs
 When to Recycle
Pavement at end of design life
Fatigue and block cracking
Oxidized
Raveling of thermal cracks-potholes
Benefits of Recycling

Reuses and conserves Non- renewable

natural resources
Preservation of environment and Reduction
in land filling
Energy conservation/ Reduction in truck
traffic
Reduction in user delays during
construction
Improved pavement and structural section
physical properties
Cost savings over traditional methods
Recycling methods
Hot in-place recycling
• Process:
• heat the pavement and remove the top surface
• Add the calculated fresh aggregate and binder.
• Mix and compact the material to the required thickness
Merits
consumes less time, less cost, no lead.
least disruption to traffic
De-merits
Requires bulky Machinery
Hot central plant recycling
process:
RAP is combined with required quantity of
bituminous binder, and fresh aggregates in a
hot mix plant.
The resultant mix is heated to an elevated
temperature and mixed thoroughly.
The hot mix is transported to paving site,
placed, and compacted to the required
compaction level.
Merits
Good quality control
Less workspace
Demerit
Needs proper storing of RAP
Cold in place recycling
Pavement is scarified, RAP is
crushed to a required gradation and
required fresh aggregate& binder is
added (cold form)
hauling cost is considerably low.
Air quality problems are negligible
Bulky machinery, lane needs to be
closed for sufficient time so that lane
can be cured
Cold central plant recycling

It’s Similar to hot central plant

recycling except “that no heat is
supplied”
Precise control on the mixing time is
important
Over-mixing may cause premature
breaking of emulsified bitumen
under-mixing results in insufficient
coating of aggregates
 CASE STUDY
pavement design with central plant
hot mix recycled asphalt mixes.
Two RAP samples are collected at
Kanpur city and the recycled mix is
prepared.
Recycled mix is compared with virgin
mix for marshal values, creep and
fatigue performances.
Cost comparison is made.
Laboratory investigation
The quantity of old aggregates and new
aggregates are 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, are to
be adjusted in such a way that the resultant
viscosity becomes equal to the desirable
viscosity at operating temperature.

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 RAP samples are collected, cleaned,
bitumen is extracted with CBE, aggregate
proportioned, and mixed with virgin asphalt
binder and new aggregates, for various
target bitumen contents. Standard Marshall
testing is conducted for estimation of the
possible optimal binder content. Further,
creep and fatigue tests are performed on
the recycled samples in order to asses
their performance.
The same tests are conducted for virgin
mixes, with same specification, in order to
have a comparative idea of mix
performance.
SCHEMATIC PLAN OF THE
WHOLE STUDY
 Mix preparation
Process1:
old binder+ virgin binder = homogenous
mixture of required viscosity.
resulted mixture+ old aggregates+ fresh
aggregates= recycled mix
Process2: (broken RAP + fresh
aggregates ---heated @high temperature
and for this calculated amount of virgin
binder is added) = recycled mix
 Viscosity mixing rule: used to estimate
proportion between the virgin and aged
binder

Where,
nt , no , nn
Represent viscosity of target mix, aged and
virgin binder at the reference temperature.
p ob , p nb
Represent fraction of aged and virgin
binder, respectively
Asphalt institute recommended…
Properties of extracted & virgin
binder
 MARSHAL TEST
Approximate binder demand for SDBC
estimated as 5.5%
Marshal samples are prepared for
bitumencontentsof4.5%,5%,5.5%,6%,6.5%
It may be noted that as the target binder
content changes, the constituent
proportions also gets changed and needs
recalculation with every time.
175 blows -24h curing- kept in water bath
@60 C for 30 minutes and then tested .
Tests are conducted on virgin mix and
found that the marshal criteria is ranging
in between 5% to 6.4%. So choose
5.5% as optimum content.
For the recycled mixes, Marshall
stability and flow values almost
remained within the permissible
ranges and even comparable to the
virgin mix. It is only the volumetric
parameter values that seem to go out of
the range.
Schematic representation of virgin
mix results
 CREEP TEST
Static creep test is one of the tests that can
characterize rutting potential of a mix.
This involves loading and unloading for a
period of 1 h each at a temperature of 40
C.
The samples for creep test are prepared in
similar way the samples are prepared for
Marshall testing. Each sample is tested
after curing for 24 h. calculated amount of
load is placed at the end of the loading
frame such that stress of 0.1 MPa is
developed in the sample. After a period of1
h, the load is removed. The displacements
are noted at different time intervals using
dial gauges over the entire period.
DEFORMATION VS. TIME
VARIATION OF RECOVERABLE
STRAIN WITH BINDER CONTENT
DISCUSSION…
Recoverable strain gradually increases with the
binder content and then again starts decreasing
for all types of mixes. From Fig. 7 it is seen that
for most of the mixes, maximum recoverable
strain is observed between 5.5% and 6.0% of
binder content.
Further, the permanent and recoverable strain
components are compared in Fig. 8 for all types
of mixes at particular binder content, chosen as
5.5% in the present case.
It is seen that even though permanent strain
component in virgin mix is less, recoverable
strain in recycled mix is comparable to that of
virgin mix.
CREEP
PERFORMANCE@5.5%BITUMEN
CONTENT
FATIGUE TEST
Beam fatigue test is one of the tests that can characterize the
fatigue behavior of the mix.

In this case a binder content of 5.5% is chosen for fatigue

testing for all types of mixes. Constant strain amplitude
fatigue testing is carried out to characterize fatigue behavior of
recycled mixes. Fatigue testing machine consists of a motor,
cam, load cell, LVDT, beam holding arrangement and a data
acquisition system. Motor is used to apply sinusoidal loading on
the specimen.

The cam arrangement is used to impart displacement to the

specimen, which in turn varies the strain in the beam.

A load cell is used in measuring the load applied and a LVDT is

used to measure displacement. Since constant strain amplitude
fatigue test is carried out, the maximum displacement is kept
constant for the entire period of testing on a particular beam.
The beam holding arrangement is used to fix the beam rigidly in
place.
Asphalt mix is prepared and poured into the
mould (length 380 mm, breadth 78 mm) in
three layers and it is compacted with 175
blows with standard Marshall Hammer.
These beams are tested for fatigue
performance after 24 h of curing. Each beam
is fixed to the fatigue testing machine and
sinusoidal loading is applied. Load
corresponding to half the initial load is
noted as failure load and corresponding
number of repetitions is also noted.
Similar procedure is repeated for other test
samples at different strain levels to develop
the fatigue curve. Temperature during test is
maintained 30 ± 2 C.
BITUMEN FATIGUE TESTING
MACHINE
∈

GENERAL REGRESSION BASED

FATIGUE EQUATION
k1
1
N = k0
ε
Where, N = number of load
repetitions the beam can sustain till
failure
∈ = tensile strain
k0,k1 = regression coefficients
Discussions…
From Fig. 10 it can be seen that at lower strain
levels, the fatigue lives of the recycled mixes
are better or similar to that of virgin SDBC mix.
However, at higher strain level, the opposite
trend is observed. Fatigue performance of S2-
T1 is observed to be poorest of all other mixes.
The stiffness values of Sample 1 recycled
mixes are observed (refer Table 5) to be higher
than virgin mix. For Sample 2 it is observed to
be reverse.
Fatigue performance of mixes
Discussions..
From Fig. 10 it can be seen that at lower strain
levels, the fatigue lives of the recycled mixes are
better or similar to that of virgin SDBC mix.
However, at higher strain level, the opposite trend
is observed. Fatigue performance of S2-T1 is
observed to be poorest of all other mixes.
The stiffness values of Sample 1 recycled mixes
are observed (refer Table 5) to be higher than
virgin mix. For Sample 2 it is observed to be
reverse.
Pavement design &comparison

For performing pavement design a suitable

shift factor, derived from long term
pavement performance data, needs to be
adopted. Different shift-factor values are
suggested by various researchers. The shift
factor for asphalt pavement can even vary
between 5 and 700.
In absence of field performance data of the
recycled mixes developed, a value of 100 is
chosen as shift factor for all the fatigue
equations for comparison of various
pavement designs. The values of k0 of
fatigue Eq. for various mixes are
accordingly modified
For the present pavement design, a three
layer pavement section is assumed, made
up of asphalt surfacing, unbound granular
layer and subgrade. Literature suggests
that Poisson’s ratio generally ranges from
0.35 to 0.5 for asphalt layer, 0.2 to 0.45 for
unbound granular layer and 0.3 to 0.5 for
clayey subgrade.
Thus, in the present case, typical
Poisson’s ratio values as 0.35, 0.3 and 0.3
are chosen for asphalt surfacing, unbound
granular layer and subgrade, respectively.
The stiffness moduli of granular layer and
subgrade have been assumed as 150
MPa and 50 MPa, respectively.
The design traffic is assumed to be 20 million
standard axles
Using the fatigue equations, the allowable
strains are obtained for the design traffic.
For a given thickness of granular layer, some
tentative thickness value of bituminous
surfacing layer is assumed and the tensile
strain value is calculated
Now, it is possible to compare the material
cost of the construction of asphalt layer made
up of recycled mix and virgin mix.
Designed thickness of SDBC
Rate analysis of virgin SDBC mix
Conclusions..
cost of construction with recycled mix could be
economical compared to virgin mix. Percentage
saving in the present example problem varied
between12.1% and 54.6% for different mixes.
Bituminous pavement recycling technology is not
yet a popular in India.
USA 33 million , 0.84million tons in Sweden, 7.3
million tons in Germany, 0.53 million tons in
Denmark, 20 million tons in Japan.
Reference
Pavement design with central plant hot mix
recycled asphalt mixes - K.Aravind, Animeshdas
Pavement recycling by Wilson&Co.Ltd.
A Work shop on pavement recycling at IIT Kanpur
during Dec’05.
QUESTIONS…?