EU-LIFE+ Environment Policy and Governance LIFE 09 ENV/GR/304ROADTIRE

Integration of end-of-life tires in the life cycle of road construction

ROADTIRE

Deliverable 4.4.1

Report on laboratory results of rubberized asphalt mixtures made by the dry process
By Athanasios Kalofotias, DATSE Sofia Mavridou and Nikolaos Oikonomou, LBM

December 2011

TABLE OF CONTENTS 1. INTRODUCTION......3 2. DRY PROCESS-GENERAL... .3 3. PRODUCTION OF ASPHALT MIXTURES......4 4. EXAMINATION OF PROPERTIES OF BITUMINOUS MIXTURES AND EXPERIMENTAL RESULTS ...12 5. EXAMINATION OF THE MICROSTRUCTURE OF MODIFIED WITH TIRE RUBBER BITUMINOUS MIXTURES...17 6. CONCLUSIONS...19 ACKNOWLEDGEMENTS.20 REFERENCES.20

1. INTRODUCTION This report is dealing with experimental results on asphalt mixtures produced by the dry process. In the frame of LIFE+ project with Acronym ROADTIRE (Integration of end-of-life tires in the life cycle of road construction) conventional and rubberised asphalt mixtures containing with various percentages of tire rubber have been produced and examined as far as their basic characteristics are concerned. Production of mixtures and examination of their properties have been conducted according to Greek and European Standards, and according to similar activities on conventional asphalt mixtures (with no tire rubber), while laboratory test results are presented in details below.

2. DRY PROCESS-GENERAL Rubberized asphalt mixtures, produced by the dry process, include the addition of tire rubber particles as substitutes for the natural aggregates of similar gradation. This technique permits the utilization of a solid waste material that is produced worldwide annually in very large amounts. According to former experience, tire rubber can modify the rheological properties of the bituminous binder-wet process-, leading this way to mixtures, which are characterized by increased elasticity, improved bonding between binder and aggregates, increased fatigue life and resistance to rutting as well as reduced thermal and reflecting cracking of the mixtures [1-8]. However, by the use of the dry method, mixtures perform inferior characteristics compared to the ones of the wet method. This is attributed to the poor interaction between tire rubber particles and the bitumen, which resulted in lower resistance to moisture, the detachment of the aggregates and the reduction in the bearing capacity of the pavement [9]. Moreover, dry process, compared to the wet process has been far less popular method because of the increased costs of having to use special graded aggregate to incorporate the reclaimed tire rubber in addition to constructions difficulties and of course due to higher cost compared to the one of natural aggregates. However, this method has the potential to consume larger quantities of rubber from worn mobile tires while it is environmentally beneficial compared to the wet process since it consumes less energy-there is no need for increased mixing time, higher mixing temperatures and as a result less negative environmental effects during production procedure. Furthermore, inclusion of tire rubber particles is much easier, since tire rubber is added simply with the natural aggregates. In this process, the interaction between rubber particles and bitumen starts as soon as aggregates are mixed with bitumen, so there is no time for chemical interactions and modification of the binder.

In the frame of the ROADTIRE project, tire rubber of max size 1mm has been added to asphalt mixtures at percentages up to 3% w/t substituting natural aggregates and especially sand, whose gradation is similar to the one of tire rubber particles. 3. PRODUCTION OF ASPHALT MIXTURES The Marshall mix design procedure as specified by EN12697-34:2004 [10] was used in this study. The produced mixtures consisted of conventional bitumen, tire rubber particles in the form of powder (of gradation 0-2mm) supplied by Karabas S.A. [11] and natural aggregates of limestone origin from a quarry near the city of Lamia Kaltsas Techniki S.A-. Properties of the mixtures were tested in compliance with Greek standards A265-A[12] which are in force for conventional bituminous mixtures and for surface bituminous layer. All mixtures were produced at the Laboratory of the Department of Materials Control and Public Works Quality of Sterea Ellada in cooperation with Laboratory of Building Materials of the Department of Civil Engineering of Aristotle University of Thessaloniki. Tests on properties of raw materials (aggregates and tire rubber) took also place at the above laboratories. Gradation curve of natural aggregates mix used is showed in Figure 1 and main characteristics on Table 1. Aggregate mix design was 60% sand (size 0-4mm), 10% aggregates of size 4-12mm and 30% aggregates of size 12-25mm. Rubber, which acted as substitution for part of the natural aggregates at percentages up to 3% had the gradation as given in Figure 2.
120

100

80

60

40

20

0 No200 No80 No40 Sieves (m m ) No10 No4 3/8''

Lower limit

3/4''

1''
Mixture

Upper limit

Figure 1. Indicative gradation curve of aggregates used for the production of bituminous mixtures with conventional bitumen (limits of -A265[12]).
4

Cummulative passing (%)

100

Cummulative passing (%)

80

60

40

20

0 0,01 0,1 1
Tire rubber

10

Sieves (mm)

Figure 2. Gradation curve of rubber added to binder. Moreover, basic properties of natural aggregates are given in Table 1. Table 1. Main characteristics of aggregates used for the production of asphalt mixtures as well as relevant test Specifications [13-24] Specification EN Property Particle size Value 1367-2 Magnesium sulfate test Coarse (4-12mm) 3% 1097-2 1097-1 1367-5 933-8 933-9 1097-8 933-04 933-04 933-03 1744-1:98 1744-1:98 1744-1:98 1744-1:98 1744-1:98 EN 1097-6 EN 1097-6 EN 1097-6 EN 1097-6 EN 1097-6 EN 1097-6 Resistance to fragmentation (LA) MICRODEVAL Thermal shock (VLA) Sand equivalent (SE) Methylene Blue (MBE) PSV AAV Shape index Shape index Flakiness index Flakiness index Loss on ignition Total sulfur content Acid soluble sulfates Water solubility Water-soluble chloride salts Water absorption Density Water absorption Density Water absorption Density
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Coarse (10-14mm) Coarse (10-14mm) Coarse (10-14mm) Sand (0- 4mm) Sand (0- 4mm) Coarse (4-12mm) Coarse (12-25mm) Coarse (12-25mm) Coarse (4-12mm) Coarse (12-25mm) Coarse (4-12mm) Sand (0- 4mm) Sand (0- 4mm) Sand (0- 4mm) Sand (0- 4mm) Sand (0- 4mm) Coarse (12-25mm) Coarse (12-25mm) Coarse (4-12mm) Coarse (4-12mm) Sand (0- 4mm) Sand (0- 4mm)

20% 12% 3% 75 0,9 59 8,2 10% 11% 14% 13% 42% 0,0015% 0,001<0,003% 0,02% 0,003% 0,60% 2,68Mg/m3 0,28% 2,639Mg/m3 0,48% 2,637Mg/m3

Bituminous binder was a typical 50/70 while its rheological characteristics are showed in table 2. Table 2. Rheological characteristics of bituminous binder 50/70[25] Rheological characteristic Penetration at 25oC, pen Softening point, C Ductility at 25 C, cm Viscosity at ~1000cps, C Elastic recovery, %
o o o

Value 55 46 110 123 10

All specimens tested have been produced in the Laboratory of the Department of Materials Testing and Control of Quality of Public Works of Sterea Ellada in cooperation with Laboratory of Building Materials. Production of all samples has been conducted according to European Standards as well as according to similar of conventional ones. The same procedure has been followed in order to be able to examine the effect of tire rubbers inclusion into the mixes, keeping the rest of the parameters constant. Two series of compositions have been produced and examined in the laboratory. The first one was a conventional mixture produced by asphalt binder 50/70 with no tire rubber. The second one included the use of asphalt binder 50/70, containing tire rubber as fine aggregate at percentages up to 3%, which means 0,5-1-1,5-2-2,5 and 3% w/t of the total mix. As far as production is concerned, aggregates (including tire rubber) prior to mixing with asphalt binder have been heated for 4 hours into an oven at temperature equals to ~160 oC, which is the heating temperature for the binder before mixing.

Photo 1 a,-d. Production stages of rubberized asphalt mixtures All specimens have been compacted by 75 blows per face with the standard Marshall hammer (photos 2 a-e).

Photo 2 a-f. Compaction procedure of samples and samples ready for testing Specimens were stored for 24 hours prior to testing, while the procedure for the tests of Marshall characteristics is the following:

Photo 3a,b. Testing for Marshall Deformation and stability According to Marshall Procedure (based on EN12697-34:2004), deformation and stability have been measured for all of the mixtures. Moreover, rutting resistance has been examined through the use of the appropriate equipment, as showed in photo 5a,b according to -5-03-11-04[26] based on EN12697:22-2003[27] after the production of samples of specific dimensions photo 4a-e. Specimens used had dimensions of 40x30x5cm. European Standard used for this test describes test method for determining the susceptibility of bituminous materials to deform under load. The Wheel tracking test is applicable to mixtures with upper sieve size less than or equal to 32 mm. The tests are applicable to specimens that have either been manufactured in a laboratory or cut from a pavement; test specimens are held in a mould with their surface flush with the upper edge of the mould. The susceptibility of bituminous materials to deform is assessed by the rut formed by repeated passes of a loaded wheel at constant temperature (45oC).

Photo 4a-e. Production of samples for rutting test

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Photo 5 a,b. Testing for rutting resistance

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4. EXAMINATION OF PROPERTIES OF ASPHALT MIXTURES AND EXPERIMENTAL RESULTS Experimental test results for the two series are showed in tables below. Table 2. Marshall Characteristics of series with no rubber (conventional one) Limit according to -265 A (standard)Binders content Heavy traffic 5-7,5 Characteristics 4,5 5 5,5 75 75 75 Compaction (No of hits) 2900 2625 2504 1500 Marshall stability at 60oC (lbs) 10,4 11,5 14,2 10-16 Deformation at 0,01'' 2362 2375 2390 NA Specific gravity (kg/m3) 16 16,4 16,2 15 Voids on aggregates (%) 5,8 5,1 3,7 3-5 Voids on bituminous mixture (%) Mixture -BIT-0 is the conventional mixture with no addition of tire rubber. As noted, increase on binders content leads to decrease on Marshall stability, increase on deformation, increase on specific gravity and voids on aggregates, while there is a decrease on voids on bituminous mixture. Optimum percentage of binder was found to be around 5%w/t. Results of the series with the addition of asphalt binder 50/70, containing tire rubber as fine aggregates at percentages up to 3%, which means 0,5-1-1,5-2-2,5 and 3% w/t of the total mix. Table 3a. Marshall Characteristics of series with tire rubber at percentage of 0,5% w/t of the total mix Limit according to -265 A (standard)Binders content (%) Heavy traffic 5-7,5 Characteristics 4,5 5 5,5 75 75 75 Compaction (No of hits) 2810 2450 2412 1500 Marshall stability at 60oC (lbs) 11,5 12,7 14,8 10-16 Deformation at 0,01'' 2355 2374 2388 NA Specific gravity (kg/m3) 16,9 16,3 16,2 15 Voids on aggregates (%) 5,7 5,0 3,7 3-5 Voids on bituminous mixture (%) Mixture -BIT-0,5 is the one, containing 0,5% of tire rubber as part of the sand. As noted, increase on binders content leads to decrease on Marshall stability, increase on deformation, increase on specific gravity and decrease on voids on aggregates, while there is a decrease on voids on bituminous mixture. Optimum percentage of binder was found to be around 5.25%w/t.
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Table 3b. Marshall Characteristics of series with tire rubber at percentage of 1% w/t of the total mix Limit according to -265 A (standard)Binders content (%) Heavy traffic 5-7,5 Characteristics 4,5 5 5,5 75 75 75 Compaction (No of hits) 2760 2418 2374 1500 Marshall stability at 60oC (lbs) 12,7 13,5 15,3 10-16 Deformation at 0,01'' 2347 2372 2387 NA Specific gravity (kg/m3) 16,8 16,3 16,2 15 Voids on aggregates (%) 6,7 5,1 3,8 3-5 Voids on bituminous mixture (%) Mixture -BIT-1 is the one, containing1% of tire rubber as part of the sand. As noted, increase on binders content leads to a decrease on Marshall stability, increase on deformation, increase on specific gravity and decrease on voids on aggregates, while there is a decrease on voids on bituminous mixture. Optimum percentage of binder was found to be around 5.25%w/t.

Table 3c. Marshall Characteristics of series with tire rubber at percentage of 1,5% w/t of the total mix Limit according to -265 A (standard)Binders content (%) Heavy traffic 5-7,5 Characteristics 4,5 5 5,5 75 75 75 Compaction (No of hits) 2630 2367 2244 1500 Marshall stability at 60oC (lbs) 13,2 13,7 15,8 10-16 Deformation at 0,01'' 2340 2370 2386 NA Specific gravity (kg/m3) 17,5 16,4 16,2 15 Voids on aggregates (%) Voids on bituminous mixture 6,3 5,4 4 3-5 (%) Mixture -BIT-1,5 is the one, containing1,5% of tire rubber as part of the sand. As noted, increase on binders content leads to a decrease on Marshall stability, increase on deformation, increase on specific gravity and decrease on voids on aggregates, while there is a decrease on voids on bituminous mixture. Optimum percentage of binder was found to be around 5.3%w/t.

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Table 3d. Marshall Characteristics of series with tire rubber at percentage of 2% w/t of the total mix Limit according to -265 A (standard)Heavy traffic 5-7,5 1500 10-16 NA 15 3-5

Characteristics Compaction (No of hits) Marshall stability at 60oC (lbs) Deformation at 0,01'' Specific gravity (kg/m3) Voids on aggregates (%) Voids on bituminous mixture (%)

Binders content (%) 4,5 5 5,5 75 75 75 2580 2233 2163 14 14 16,5 2332 2370 2385 17,3 16,4 16,3 7,3 5,7 4,2

Mixture -BIT-2 is the one, containing 2% of tire rubber as part of the sand. As noted, increase on binders content leads to a decrease on Marshall stability, increase on deformation, increase on specific gravity and decrease on voids on aggregates, while there is a decrease on voids on bituminous mixture. Optimum percentage of binder was found to be around 5.35%w/t. Table 3e. Marshall Characteristics of series with tire rubber at percentage of 2,5% w/t of the total mix Limit according to -265 A (standard)Binders content (%) Heavy traffic 5-7,5 Characteristics 4,5 5 5,5 75 75 75 Compaction (No of hits) o 2465 2116 1976 1500 Marshall stability at 60 C (lbs) 14,7 15,3 17,5 10-16 Deformation at 0,01'' 3 2286 2305 2314 NA Specific gravity (kg/m ) 19,4 18,7 18,8 15 Voids on aggregates (%) 8,5 7,7 6,7 3-5 Voids on bituminous mixture (%) Mixture -BIT-2,5 is the one, containing 2,5% of tire rubber as part of the sand. As noted, increase on binders content leads to a noticeable decrease on Marshall stability, increase on deformationeven outside the limits set by Greek specifications for binders content 5,5%-, increase on specific gravity and decrease on voids on aggregates, while there is a decrease on voids on bituminous mixture. As far as voids on bituminous mixture are concerned, all values were found to be outside the limits set by Greek specifications.

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Table 3f. Marshall Characteristics of series with tire rubber at percentage of 3% w/t of the total mix Limit according to -265 A (standard)-Heavy Binders content (%) traffic 5-7,5 Characteristics 4,5 5 5,5 75 75 75 Compaction (No of hits) o 2320 2010 1860 1500 Marshall stability at 60 C (lbs) 15,5 16 18,4 10-16 Deformation at 0,01'' 3 2216 2257 2274 NA Specific gravity (kg/m ) 21,8 20,4 20,2 15 Voids on aggregates (%) Voids on bituminous mixture 11,3 9,7 8,3 3-5 (%) Mixture -BIT-3 is the one, containing 3% of tire rubber as part of the sand. As noted, increase on binders content leads to a noticeable decrease on Marshall stability, increase on deformation-even outside the limits set by Greek specifications for binders content 5-5,5%-, increase on specific gravity and decrease on voids on aggregates, while there is a decrease on voids on bituminous mixture. As far as voids on bituminous mixture are concerned, all values were found to be outside the limits set by Greek specifications. Rutting resistance Results of laboratory experiments concerning rutting resistance through measurement of rut depth and rate of rutting are showed in diagram 3 for the conventional and the rubberized mixtures.

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Rut depth (mm)

0 0 500 1000 1500 2000 2500 3000 3500

Cycles (No)
BIT0 BIT-0,5 BIT-1,0 BIT-1,5 BIT-2,0 BIT-2,5 BIT-3,0

Diagram 3. Rut depth of samples of the series one and two (conventional-BIT0- and with the addition of tire rubber particles)
3

Rate of rutting (mm/h)

0 0 500 1000 1500 2000 2500 3000 3500

Cycles (No)

BIT0

BIT-0,5

BIT-1,0

BIT-1,5

BIT-2,0

BIT-2,5

BIT-3,0

Diagram 4. Rate of rutting of samples of the series one and two (conventional-BIT0- and with the addition of tire rubber particles)

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As showed on diagrams above, given that Greek specifications () demand a rut depth of less than 4mm and a rate of rutting less than 2mm/h, it can be concluded that all mixtures with tire rubber behave well and better compared to conventional one. Indicative photo (photo 6) of specimen containing 2% of tire rubber is showed below. The main characteristic showed in the photo 6 is the depth of rut into samples surface.

Photo 6. Increased rutting resistance (low depth of rut)-composition with addition of 2% w/t total mix 5. EXAMINATION OF THE MICROSTRUCTURE OF MODIFIED WITH TIRE RUBBER BITUMINOUS MIXTURES Part of present research has been the examination of the microstructure of the produced mixture and especially of the observation and certification of the good binding between tire rubber particles and the rest of the bituminous mixture. For stereoscopic observation a stereoscope Leica Wild M10- appropriate for examination of microstructure- has been used. Magnification used was x40. For the examination, samples, which had been previously tested for Marshall characteristics, had been observed. Tire rubber particles, after stereoscopic observation, were found to have random, not uniform shape (photo 7), while their surface was not too smooth. Indicative pictures of the mixtures (conventional and with tire rubber particles) are showed on photos 8 and 9.

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Photo 7. Tire rubber particles

Photo 8. Conventional bituminous mixture

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As far as microstructure of the bituminous mixture is concerned, it was found to be very solid and concrete, while aggregates (natural and tire rubber) seemed to very well cooperate with the bituminous binder despite the fact that tire rubber particless presence was difficult to be easily specified due to its low percentage of use and its very fine gradation.

Photo 9. Modified with tire rubber bituminous mixture 6. CONCLUSIONS Present report includes laboratory test results of rubberised asphalt mixtures produced by the dry process containing various percentages of tire rubber from worn mobile tires. Marshall Characteristics as well as rutting resistance has been studied for all of the mixtures. General comments on the results of the research are presented below: The first series included composition -BIT-0, which is the conventional mixture with no addition of tire rubber. Increase on binders content leads to decrease on Marshall stability, increase on deformation, increase on specific gravity and voids on aggregates, while there is a decrease on voids in bituminous mixture. The second series included use of tire rubber as substitutes for the fines-natural sand- at percentages 0-3% and especially 0,5%-1%-1,5%-2%-2,5%-3%w/t of the total mix. Laboratory results showed that, for the majority of compositions, increase on binders content leads to decrease on Marshall stability, increase on deformation, increase on specific gravity and relative decrease on voids on aggregates and on voids in bituminous mixture. The amount of tire rubber added, was found to be a determining factor of the mixs resistance to rutting, since higher amounts of tire rubber improved their response to plastic deformation. In particular, according to Marshall characteristics,
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substitution of fines by tire rubber at percentage of up to 2% w/t of the total mix is possible, leading to mixtures with satisfactory characteristics and values inside the limits set by Greek Specifications 265. Higher percentages lead to mixtures with extremely high void content, which is far outside limits of specifications. As far as rutting resistance is concerned addition of tire rubber leads to a relative decrease of rut depth showing an improved performance compared to the conventional one. This means that addition of tire rubber increase resistance to rutting. However, all compositions behave worse than the ones produced by the wet method and which are presented in details in deliverable 4.2.1 [28]. So, taking into account all laboratory results, it can be concluded that production of asphalt mixtures by the dry process behave relatively well for the whole of the properties examined for percentages of added tire rubber up to 2%w/t of the total mix. However, results are inferior to the ones of the mixtures produced by the wet method, so for the pilot application, which took place in the city of Lamia, second method has been suggested. ACKNOWLEDGMENTS This reports authors would like to thank the personnel of the Department of Materials Control and Quality of Public Works of Sterea Ellada and especially: Mr Christos Tsimbouris, Mr Dimitrios Tsoros and Mr Dimitrios Rizopoulos, Chemical Engineer, Electronical Engineer and Technician respectively. Moreover, special thanks to the personnel of the Laboratory of Building Materials of the Department of Civil Engineering of Aristotle University of Thessaloniki and especially Mrs Stefanidou Maria, Ass. Professor. Finally, this research has been realized with the contribution of the LIFE financial instrument of the European Union.

REFERENCES
1. Khalid H.A., Artamendi I., 2002, Exploratory study to evaluate the properties of rubberized asphalt modified using the wet and dry processes, 3rd International Conference Bituminus mixtures and Pavements, pp.15-25, J&A Publishers, Thessaloniki, Greece, 21-22 Nov. 2002. 2. http://www.rubberpavements.org 3. Goulias D.G. and A.H. Ali, 1998, Asphalt Rubber Mixture Behavior and Design-Wet Process, Journal of Testing and Evaluation, Vol.26, No 4, pp.306-314, American Society of Testing Materials, W4est Conshohocken, PA. 4. Goulias D.G. and A.H. Ali, 1997, Use of Tire Rubber in Hot Mix Asphalt :Binder and Mixture Evaluation, Journal of Solid Waste Technology and Management, Vol 24, no. 24, pp.121-125, Philadelphia.
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5. Goulias D.G and A. Ntekim, 2001, Durability of Asphalt Mixtures with Recycled Tire Rubber, The Journal of Solid Waste Technology and Management, Vol 27 No 3&4, pp.170174, Philadelphia, PA. 6. Heitzman M.A., 1992, State of the Practice- Design and Construction of Asphalt Paving Materials with Crumb Rubber Modifier, FHWA Report SA-92-022, Washington D.C. 7. Fernandes Jr.J.L., Bertollo S.A.M, Bernucci L.L.B, E. de Moura, 2002, Laboratory evaluation of dense asphalt mixtures modified with addition of rubber, 3rd International Conference Bituminous Mixtures and Pavements, J&A Publishers, Thessaloniki, Greece, 2122 Nov.2002. 8. Mavridou S, 2010. Utilization of recycled tire rubber in mortars and concrete based on cement or asphalt for special applications, PhD Thesis, Department of Civil Engineering, Aristotle University of Thessaloniki, Greece (in Greek). 9. F. Moreno, M.C. Rubio, M.J. Martinez-Echevarria, 2012, The mechanical performance of dry-process crumb rubber modified hot bituminous mixes: The influence of digestion time and crumb rubber percentage, Construction and Building Materials 26, pp.466-474. 10. EN12697-34:2004: Bituminous mixtures-Tests methods for hot mix asphalt-Part 34: Marshall test. 11. Karabas S.A, European Hellenic Recycling; http://www.karabas.gr/gr_index.html 12. 265-, Bituminous concrete, Greek Specifications, 1966 13. EN 933-01:1997 entitled: Tests for geometrical properties of aggregates Part 1. Determination of particle size distribution - Sieving method. 14. EN 933-03:1997 entitled: Tests for geometrical properties of aggregates Part 3: Determination of particle shape Flakiness index. 15. EN933-04:1999 entitled: Tests for geometrical properties of aggregates - Part 4: Determination of particle shape - Shape index. 16. EN 933-08:1999 entitled: Tests for geometrical properties of aggregates - Part 8: Assessment of fines Sand equivalent test. 17. EN 933-09:1999 entitled: Tests for geometrical properties of aggregates. Part 9: Assessment of fines: Methylene blue test. 18. EN 1097-02:1998 entitled: Tests for mechanical and physical properties of aggregates - Part 2: Methods for the determination of resistance to fragmentation, through the Los Angeles method. 19. EN 1367-02:1998 entitled: Tests for thermal and weathering properties of aggregates, Part 2: Magnesium sulfate test.
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20. EN 1367-05:2002 entitled: Tests for thermal and weathering properties of aggregates Part 5: Determination of resistance to thermal shock. 21. EN 1097-03: 1998 entitled: Tests for mechanical and physical properties of aggregates - Part 3: Determination of loose bulk density and voids. 22. EN 1097-06:2000 entitled: Tests for mechanical and physical properties of aggregates. Determination of particle density and water absorption 23. EN 1097-08:2000 entitled: Tests for mechanical and physical properties of aggregates-Part 8: Determination of the polished stone value. 24. EN 1744-01:1998 entitled: Tests for chemical properties of aggregates -Part 1: Chemical analysis. 25. A. Kalofotias, S. Mavridou, E. Aloupis and Nikolaos Oikonomou, Deliverable 4.2.1: Report on rheological characteristics of rubberised asphalt binder, July 2011, EU-LIFE+ Environment Policy and Governance LIFE 09 ENV/GR/304ROADTIRE, Integration of end-of-life tires in the life cycle of road construction ROADTIRE. 26. 05-03-11-04, Bituminous layers of closed type, Edition 1, May 2006 (Greek Specifications). 27. EN 12697-22:2003 Bituminous Mixtures-Tests methods for hot mix asphalt-Part 22: Wheel tracking. 28. A. Kalofotias, S. Mavridou and Nikolaos Oikonomou, Deliverable 4.3.1: Report on laboratory results of rubberized asphalt mixtures made by the wet process, December 2011, EU-LIFE+ Environment Policy and Governance LIFE 09 ENV/GR/304ROADTIRE, Integration of end-of-life tires in the life cycle of road construction ROADTIRE.

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