RECLAIMED

ASPHALT
PAVEMENT(RRAP)
RAP)
CONTENTS
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 INTRODUCTION
Reclaimed asphalt pavement (RAP) ( is the term given when
existing asphalt pavement materials
m which are removed
during resurfacing,
resurfacing rehabilitation,
litation or reconstruction
operations, the pavement material
m becomes RAP, which
contains valuable asphalt bind der and aggregate. Aggregates
and binder obtained from old o asphalt pavement when
properly crushed and screened d, RAP consists of high‐quality,
well‐graded
well graded aggregates coated d with aged asphalt even after
reaching the end of their servicce life.
 IMPORTANCE OF RAP

RAP is one of the most recycled d materials in the world. In

Europe and United states,
states stuudies have concluded that
80% of the recycled mateerial is utilized in road
construction. Some studies haave been carried out with
100% recycling
l off materials.
l 100%
1 recycling
l can provide
true sustainability by closing the
t materials cycle and to
allow use of reclaimed asphalt ini the same high value.
 USED IN AMERICA
A
States that Permit More than
t 25% RAP in HMA
Laye
ers
AK WA
VT
ME
MT ND
OR MN NH
WI
NY MA
ID SD RI
WY MI
PA CT
NE IA
NV OH NJ
IL IN
UT WV DE
CO MD
S
KS MO VA
CA KY
NC DC
TN
AZ OK
AR
NM SC
GA
MS AL
TX
X
LA
HI
FL

All layers
Base and Intermediate Layers Only
BU.S. Department
Base llayer only
l of Transportation
Do not permit
Federal Highway more Administration
than 25% RAP Jones 2009 survey
 ADVANTAG
GES OF RAP
• Lower cost.
• Reduction in consumption and
a use of natural resources.
• Reduction in damages to other roads due to
transportation of materials fro
om quarry sites.
• No increase in pavement thickness, very important for
urban roads and highways.
• A
As the
th transportation
t t ti i minimized
is mi i i d resulting
lti i energy
in
saving i.e. less consumption of
o diesel.
 SOURCES
S OF RAP
The various possible sources of RAP are as follows
• Generation from milling of HM
MA layer.
layer
• Full depth pavement remova
al.
• Waste
W t from
f HMA generated
t d att plant.
l t
Milling is the process of sc craping and removing any
distressed upper layers of existing pavement to a specified
depth.
The process includes grinding g by machine and loading of
RAP into a truck for transportattion Stockpiles of RAP material
of different sizes and shapes arre shown in Fig-2&3(next slide).
They can be reused as per req quirements and their suitability
in sub
sub-base
base and base by conforming the grading an
strength criteria.
RAP MA
ATERIALS
TYPICAL PROPERTIES OF RAP
RECYCLING
G METHODS
 OBJEC
CTIVES
The main objective of the stu udy is to find out suitability of
Reclaimed asphalt pavement (RAP) materials to be used in
construction of flexible pavemments. To perform experimental
investigations to assess the valu
ues of related parameters and
their technical viability.
viability
• To use untreated RAP materrials as a stabilizing material to
treat weak soil sub-grade
g to enhance CBR value and
thereby reduction in the cru
ust thickness and construction
cost as well.
• TTo use RAP materials
t i l after
ft blending
b di
bl i sub-base
in bb and
d base
b
courses of flexible pavementss.
PARTICLE SIZE DISTTRIBUTION
TRIBUTION OF RAP
DETAILS OF COMPOSITE
E GSB WITH USE OF RAP
 SHOWING LIMITSS AND ADOPTED
GRADING DETAILSS FOR COMPOSITE
WM MM
 METHOD FO
OR MIXING
Both natural and RAP sampless were brought to required size
and suitable grading required for
f sub-base, base and surface
course as per MORTH specifications.
ications Samples of different
compositions were prepared by adding different percentage
of RAP materials (0% RAP, 10%%RAP,20%RAP, 30%RAP, 40%RAP
and 100% RAP) as shown below
RESULTS ON SAMPLES OF
O 100% RAP AND 100%
NATURAL AG
GGREGATES
RESULTS ON SAMPLES OF DIFFFERENT COMPOSITIONS OF
RAP AND NATURAL AGGR REGATES COMBINATIONS
 VALUES OF DIFFERENT PARAMETERS AT
VARIOUS COMPOSITIOONS OF RAP & NATURAL
AGGRE EGATES
WATER ABSORPTION & SOUNDNESS
S VALUES OF
DIFFERENT COM
MPOSITIONS OF
RAP & NATURALL AGGREGATES
ON THE BASIS OF STUDY AND EXPERIMENTAL INVESTIGATIONS
FOLLOWING CONCLUSIONS WERE DRAWN

• 1. It was observed that the RAP

R materials can be successfully
used in granular sub base layer of flexible pavements after
blending to match the re equired grading as per MORTH
specifications for sub base material.
•2
2. It was also observed that the RAP materials in combination
to natural aggregate in varioous proportions can be easily used
after blending to match the e required grading as per MORTH
specifications in the base cou
urses of flexible pavements.
pavements
•3
3. It is
i clear
l f
from th abo
the bove investigation
i ti ti results
lt that
th t 30
replacement of natural aggregate can be successfully done
base course of flexible pav vements, resulting in a savings
aroundd 25-
25 30% in
i constructio
t tion cost.
t
• 4. It was observed that RAP has a higher content of fines as
result of degradation of ma aterial during milling and crushin
operations it can be easily used
u for soil stabilization purpose t
increase the CBR value off sub-grade and hence the cru
thickness of road will be redu
uced resulting in reduction of cost
construction.
• 5. Above
bo e aall the
epproblem
ob e oof ddisposal
sposa o
of RAP wastes
as es ca
can be eas
solved and adverse effect on o environment may be avoided b
using the RAP materials in flexxible pavement construction
Overlay Tester (TxDOT TEX-248F)
The Overlay Tester, describbed by Zhou and Scullion
(2007), has shown to provid de an
excellent correlation to fie
eld cracking for both
composite pavements (Zhou and Scullion,
2007; Bennert et al
al., 2009) as well as flexible
pavements (Zhou et al., 20 007). Figure 6
shows a picture of the Ove erlay Tester used in this
study. Sample preparation n and test
parameters used in this stuudy followed that of TxDOt
TEX-248F, Overlay Test for
Determining Crack Resista ance of HMA. These
included:
o 25oC (77oF) test temperrature;
o Opening width of 0.025 inches;
i
o Cycle time of 10 second ds (5 seconds loading, 5
seconds
d unloading);
l di ) and d
o Specimen failure defined d as 93% reduction in Initial
Load.
SUMMARY OF TEST RESULTS

The performance testing conducted on the three RAP binder contribution

mixtures indicated:
All three mixtures resulted in similarr stiffness properties over the
temperature and loading frequen ncies evaluated in this study;

AMPT Flow Number results showed that all a three of the mixtures were highly rut
resistant. The Flow Number values of all three mixtures were also found to be
statistically equal to one another at a 95 5% confidence interval.
The fatigue cracking testing of the mixtu ures indicated;
In the flexural fatigue mode (crack initiation), the 100% RAP
contribution mixture perform med the worst, resulting in the lowest
number of cycles to initiate fatigue cracking at all strain levels
evaluated. Meanwhile, the 75% and 50% RAP binder contribution
mixtures had similar flexural fatigue
f properties at the lower tensile
strain levels (< 500 micro-stra
ains). However, at the higher strain
levels (> 500 micro-strains), the 50% RAP binder contribution mixture
resulted in the best flexural fatigue
f performance of the three
mixtures tested.
In the Overlay Tester (crack propagation), the 100% RAP binder
contribution mixture once again performed the worst, resulting in
the lowest number of cycless to failure. The 100% RAP contribution
mixture was also found to be e NOT statistically equal at a 95%
confidence interval to the 75 5% and 50% RAP binder contribution
mixtures. On average, the 50% RAP binder contribution mixture
resulted in the highest numb ber of cycles to failure in the Overlay
Tester. However, the results ofo the 50% and 75% RAP binder contribution
mixtures were found to be statiistically
y equal
q at a 95% confidence interval.
4.2. Resistance to deformation
Deformation of bituminous surface at hig gh pavement temperature is common
mode of distress.The
aspect of deformation at high temperatture has been investigated by
conducting
d ti rutting
tti and
dd dynamici creep tests.
t t
4.2.1. Rut depth studies by wheel tracking test
Rutting is an important parameter for de esign as well as for evaluation of
performance of a BC mixture.
To check the rutting resistance of the BC C mixtures, tests were performed using a
Wheel Tracking Device (WTD).
(WTD)
The test was conducted on slabs with dim mensions 300 × 300 × 50 mm,
compacted at OBC for virgin as well as
for 20 % RAP mix. The test was conducted as per AASHTO 324. The test applies
20,000 passes of the rolling
wheel at 45 °C and resulting g rut depth was
w measured. The rut depths of
different BC mixtures are plotted in
Figure 2.
Figure 2. Rut depth Versus No of cycles of o BC mixtures
4.2.2. Dynamic creep test
In the Dynamic creep test, an axial load is applied dynamically to the test
specimen
i th
throughout
h t the
th
duration of the test. The test was conduc cted as per NCHRP 9-19 (unconfined).
During the test, a cyclic stress of
69 kPa was applied with a seating stress of 11 kPa and haversine pulse is
applied with loading width of 0.1 s
followed by a rest period of 0.9
0 9 ss. A maxiimum of 10000 load cycles were
applied and accumulated permanent
strain was recorded. The results for the tootal permanent strain (%) by taking the
average of two samples are
reported in Table 9
6. Conclusions
Based on the laboratory testing work carried
c out on virgin mixes and
mixes with 20 % RAP, it was
found that addition of RAP improves alll the properties of the bituminous
mixes. This indicates that mixes with 20
% RAP would perform better than the virgin
v mixes under similar
conditions.
Based on the findings of the study, it is concluded that it is possible to
design acceptable-quality bituminous
mixes with RAP that meets the required d volumetric, mechanical
properties and desired performance criteria.
However, for actual field performance evaluation of RAP mixes,
Accelerated Pavement Testing Facility y (APTF)
available at CSIR-CRRI may be put to use u to get the results in a shorter
time period.