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The mechanical properties of asphalt mixtures with Recycled Concrete

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DOI: 10.1016/j.conbuildmat.2009.08.046

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 Construction and Building Materials 24 (2010) 230–235

Contents lists available at ScienceDirect

Construction and Building Materials

journal homepage: www.elsevier.com/locate/conbuildmat

The mechanical properties of asphalt mixtures with Recycled Concrete Aggregates

Julian Mills-Beale 1, Zhanping You *
Department of Civil and Environmental Engineering, Michigan Technological University, 1400 Townsend Drive, Houghton, MI 49931-1295, United States

a r t i c l e i n f o a b s t r a c t

Article history: The need for sustainable asphalt highway design and construction is becoming a priority within the
Received 18 November 2008 asphalt transportation industry. This trend is necessitated by the high diminishing rate of construction
Received in revised form 16 August 2009 materials, pressing demand on existing landfill sites, rising dumping fees, and reduced emissions into
Accepted 17 August 2009
the environment. Recycled Concrete Aggregates (RCA) as sustainable aggregates in Hot Mix Asphalt
Available online 15 October 2009
(HMA) is therefore investigated in this research project. The objective of this study is to characterize
the mechanical properties of asphalt mixtures with recycled concrete aggregates for low volume roads
Keywords:
(herein, the equivalent standard axle load number is low). In this study, the RCA is substituted for Mich-
Mechanical properties
Asphalt mixtures
igan traprock virgin aggregates (VA) in a light traffic volume HMA (control mix) at the rate of 25, 35, 50
Recycled Concrete Aggregates and 75. The hybrid VA-RCA HMA is then assessed using the SuperpaveTM mix performance specifications.
Low volume roads The rutting potential using Asphalt Pavement Analyzer (APA), Dynamic Modulus (E*), Tensile Strength
Ratio (TSR) for moisture susceptibility, Indirect Tensile Test (IDT) resilient modulus and the Construction
Energy Index (CEI) are determined to evaluate the field performance suitability or otherwise of the mix.
All 4 hybrid VA-RCA HMA mixes passed the minimum rutting specification of 8 mm. The master curves
for the hybrid mixes showed that the dynamic stiffness of the hybrid mixes were less than that of the
control 4E1 mix, and it decreased when the RCA increased in the mix. In terms of moisture susceptibility,
the tensile strength ratio increased with decreasing RCA; with only the 75% of RCA in the mix failing to
meet the specification criterion. The compaction energy index proved that using RCA would save some
amount of compaction energy. It is recommended that a certain amount of RCA in HMA is acceptable
for low volume roads.
Ó 2009 Elsevier Ltd. All rights reserved.

1. Introduction
Sustainable development in all spheres of civil transportation
infrastructure is gaining prominence for obvious and pertinent rea-
sons. Transportation agencies, State Departments of Transporta-
tion (DOTs), industry practitioners and contractors are all craving
for asphalt and concrete highway projects that typify a sustainable
future.
In the asphalt highway industry, a considerable number of inno-
vative materials and technologies are being explored to ascertain
their suitability for the design, construction and maintenance of
these pavements. Warm mix asphalt (WMA), recycled asphalt
pavement (RAP), fly ash, bottom ash and shingles are some of the
materials that transportation researchers believe holds the future
to sustainability in the asphalt highway industry.
In utilizing these materials, the resulting merits are highly sig-
nificant. These benefits range from natural resource conservation,
optimization of landfill use, waste dumping charge savings, emis-
* Corresponding author. Tel.: +1 906 487 1059; fax: +1 906 487 1620.
E-mail addresses: jnmillsb@mtu.edu (J. Mills-Beale), zyou@mtu.edu (Z. You).
1
Tel.: +1 906 487 2528.
sion reductions and energy savings. The overall gain to the tax-
payer cannot be under estimated.
One potential material that has seen little investigation for its
recyclable use in asphalt pavements is Recycled Concrete Aggre-
gates (RCA). RCA has seen promising results when utilized as or-
dinary aggregates, base aggregates and Portland Cement Concrete
(PCC) aggregates in Texas, California, Minnesota, Michigan and
Virginia. In terms of RCA use in HMA, the States of Utah, Minne-
sota, Michigan, Louisiana, Florida, Virginia, Illinois and Mississippi
are the only ones using RCA on a limited scale.
RCA is obtained after the demolition of reinforced or plain ce-
ment concrete infrastructure. The initial demolition produces large
fractions of concrete which could be reduced into smaller units for
diverse uses. The physical, chemical and mechanical properties of
RCA which are quite different from natural or virgin aggregates
make it require extensive research to verify its suitability as a sus-
tainable aggregate in HMA.
The objective of this research is therefore to investigate the via-
bility of using RCA for a typical light duty or low-traffic Michigan
asphalt highway. Some research investigations in the past have de-
fined RCA to encompass the broad range of crushed PCC from ap-
proved mix designs used for structures and pavements, PCC from

0950-0618/$ - see front matter Ó 2009 Elsevier Ltd. All rights reserved.
doi:10.1016/j.conbuildmat.2009.08.046
 J. Mills-Beale, Z. You / Construction and Building Materials 24 (2010) 230–235 231

other sources (patios, building slabs and other amounts of graded Better and improved use of RCA in HMA is unattainable without
aggregate base, sand subgrade and brick. This research, however, the thorough understanding of some of the basic material proper-
focuses on PCC from a Michigan Department of Transportation ties like the specific gravity and absorption. Researchers at Michi-
(MDOT) approved mix design for a project in Detroit, Michigan. gan Technological University [6–9] have explored further
The choice of a low traffic asphalt highway is necessitated by the automated, faster and better techniques or approaches at deter-
researchers hypothesis that RCA would perform better for low vol- mining the specific gravity and absorption of special fine and
ume highways (herein, the equivalent standard axle load number coarse aggregates like RCA using the SSDetect and Vacuum Satura-
is low); hence the conservatism. tion methods. These methods have proved to have great potential
in expediting the testing of RCA and other problematic fine and
coarse aggregates like mineral filler and high angularity aggre-
2. Background gates. The researchers are currently undertaking further work on
RCA specific gravity and absorption to add to the body of knowl-
RCA is being used in many transportation infrastructure appli- edge in the characterization of RCA.
cations such as in base aggregate, PCC aggregate, unbound and
bound pavement layers across the United States. Nevertheless, 3. Laboratory testing program
the use of RCA in HMA has seen limited use due to minimal re-
search investigations into its suitability. With rising transportation 3.1. Control mix
and disposal-related costs, depleting natural aggregate sources,
and landfill availability, using RCA in asphalt pavements is being Table 1 shows the detailed properties of the chosen 4E1 control
studied worldwide to determine its suitability or otherwise. In HMA. The design gradation curve of the mix is also provided in Ta-
studying the use of RCA in HMA, it is pertinent to understand ble 2. The choice of this 4E1 mix as a basis for designing the RCA
key aspects of its interaction with asphalt such as its absorptive hybrid mixes, with an Equivalent Standard Axle Load (ESAL) range
behavior under dynamic loading conditions. of 0.3–1 million ESALs, was based on the assumption that RCA will
Lee et al. [1] in a Strategic Highway Research Program (SHRP) perform better with low trafficked volume asphalt roads than
project in 1990 sought to establish the effect of asphalt and aggre- medium or higher ones.
gate properties on absorption in HMA. One key conclusion was the
proposition of coatings and sealants to minimize asphalt absorp- 3.2. SuperpaveTM aggregate specification tests on RCA
tion by porous aggregates like RCA.
A combination of reclaimed concrete building materials–waste To ascertain the fundamental and engineering properties of the
concrete, brick, and tile – has been evaluated to determine its po- RCA, the SuperpaveTM Aggregate Specification Tests below were
tential for use as aggregates in HMA [2]. Shen et al. used four aggre- followed:
gates types for the research project namely, 100% of igneous
crushed stone (control mix), 100% recycled building materials 1. Standard method of test for specific gravity (Gsb) and absorp-
(RBM), 50% coarse and fine RBM plus 50% coarse and 50% fine igne- tion (Wa%) of fine/coarse aggregates (AASHTO T-84-00 and
ous crushed stone (ICS) (50% RBM plus 50% ICS), and coarse RBM T-85-08).
plus fine ICS (C-RBM plus F-ICS). The C-RBM plus F-ICS mixture 2. Standard method of test for uncompacted void content% of
was identified as the best performing mix. The project proved that coarse aggregate (as influenced by particle shape, surface
the rutting failure potential was affected to a large extent by the texture, and grading) (AASHTO T326-05).
type of aggregate irrespective of the PG binder grade and test tem-
perature. Furthermore, the research established that the PG binder Table 1
Control HMA properties.
grade and aggregate types do not influence the resilient modulus
results at 25 °C, but they do affect resilient modulus results at 40 °C. HMA property Design parameter
The applicability of substituting common virgin aggregates with SuperpaveTM binder grade PG 52-34
waste concrete aggregates (RCA) has been shown to be promising Asphalt content 5.6%
[3] in Singapore. The noticeable finding in this research, which Air void 4.0%
used the Marshall Mix design method, was the fact that it is possi- Equivalent standard axle load 0.3–1 million
Mix temperature 137–143 °C
ble to use recycled concrete materials in HMA. Compaction temperature 126–130 °C
Other research work done on RCA has shown that except for air
voids%, all the volumetric properties of an RCA-based HMA, the
resilient modulus, and creep values were lower for the RCA HMA
than for a mix designed wholly with conventional natural aggre- Table 2
gates [4]. HMA aggregate gradation.
The use of RCA in HMA is being considered in a project being Sieve size Sieve size (mm) % Passing
undertaken by the Federal Highway Administration (FHWA) Tech-
Coarse aggregate Fine aggregate
nical Advisory Group on Pavements. This project follows an earlier
Aggregate gradation, %
one-National Co-operative Highway Research Project (NCHRP) Pro-
1 ½ in. 37.5 100.0
ject 598 [5] – which investigated the performance-related behavior 1 in. 25 100.0
of RCA for use in unbound pavement layers. NCHRP Report 598 3/4 in. 19 100.0
gave the guidelines on some, if not all, of the natural and physical 1/2 in. 12.5 94.0
properties that need attention if RCA is to be used in miscellaneous 3/8 in. 9.5 86.3
#4 4.75 – 68.2
transportation infrastructural projects. In addition, another project #8 2.36 – 49.2
funded by the Federation Aviation Administration (FAA) evaluated # 16 1.18 – 38.4
if the alkali silica reactivity (ASR) in the aggregates will be a con- # 30 0.6 – 27.8
cern, since it is not well understood if the use of ASR-affected Recy- # 50 0.3 – 15.0
# 100 0.15 – 6.7
cled Concrete Aggregates (RCA) will impact the performance of
# 200 0.075 – 4.5
HMA pavements.
232 J. Mills-Beale, Z. You / Construction and Building Materials 24 (2010) 230–235

3. Flat particles, elongated particles, or flat and elongated particles Table 5

in coarse aggregates (ASTM 4791). Aggregate mix combination rates.

4. Determining percent of fractured particles in coarse aggregate VA-RCA aggregate contributions

(ASTM D 5821). Virgin aggregates (%) RCA aggregates (%)
5. Standard test method for resistance to degradation of large-size
75 25
coarse aggregate by abrasion and impact in the los angeles 65 35
machine (ASTM C535). 50 50
25 75
A summary of all the relevant SuperpaveTM Aggregate Specifica-
tion Tests on RCA and the results are shown in Tables 3 and 4,
respectively. In Table 4, it can be seen that the uncompacted void the SuperpaveTM Gyratory Compactor (SGC), the mixes were pre-
content % (UVC) of the RCA used was 41, passing the specification pared at 76 gyrations to produce a targeted 4% air void in the
value of 40. To prevent the excessive use of flat and elongated samples.
aggregates in the VA-RCA HMA, the SuperpaveTM specification re-
quires a maximum 10% of the aggregates to be flat and elongated. 3.4. SuperpaveTM specification performance evaluation
The 3.75% flat and elongated value obtained satisfied the specifica-
tion. For this 4E1 HMA control mix, a minimum criterion of 65% of A summary of the relevant tests conducted to investigate the
fractured faces in coarse aggregates is the MDOT requirement for mix properties, and simulate its field behavior is shown in
the preparation of an adequate HMA. The 94% and 84% of 1/more Table 6. The performance tests conducted on the mixes are the rut-
and 2/more fractured faces suggest that the MDOT specification ting potential (AASHTO TP 63-03), dynamic modulus (AASHTO TP
criterion is passed for this requirement. The average LA Abrasion 62-03), moisture susceptibility (ASTM 4867/ASTM D 4867-M04)
result of 43% failed the specification maximum value of 40 for an and indirect tensile resilient modulus (ASTM D 4123-82).
E1 HMA that is to be used as a surface course. Nevertheless, it is
believed that in combination with the VA, the VA-RCA aggregate
3.4.1. Rutting potential using the asphalt pavement analyzer (AASHTO
blend will possess adequate strength for the mix.
TP 63-03)
This test procedure was used to evaluate the rutting susceptibil-
3.3. VA-RCA HMA preparation ity of the VA-RCA mixture after 8000 cycles of the Asphalt
Pavement Analyzer (APA). The test was conducted at 52 °C, which
The VA and RCA are combined at the rates indicated in Table 5 is the anticipated maximum in-service temperature for the PG
to produce a design gradation similar to the control HMA. Using 52-34 binder grade used. The samples tested had dimensions
150 mm (6 in.) diameter by 75 mm (3 in.) height. The APA hose
pressure used was 700 ± 35 kPa (100 ± 5 psi), while the load cylin-
Table 3 der pressure was set at 445 ± 22 N (100 ± 5 lbf). The samples tested
Aggregate specification tests on RCA. were the ones containing 75%, 50%, 35% and 25% of RCA, respec-
Physical property Coarse aggregate Fine aggregate tively, and the results are shown in Fig. 1. APA tests on the HMA
Gradation ASTM C136-96a ASTM C136-96a
containing 100% of the virgin aggregates are in progress.
Specific gravity ASTM C 127-88/ ASTM C 128-93/
AASHTO T-85 AASHTO T-84 3.4.2. Dynamic Modulus (E*) and phase angle (d), (AASHTO T 62-03)
Absorption ASTM C 127-89 ASTM C 128-93/ The test was conducted to determine the Dynamic Modulus (E*)
AASHTO T-84
Uncompacted void – AASHTO T 326
and phase angle (d) at temperatures 13.2 and 21.3 and 39.2 °C, and
content load frequencies of 25, 10, 5, 1, 0.1 Hz, under haversine loading. It
Flat and elongated ASTM 4791 – provided an insight into the mixes’s stiffness behavior and simu-
particles lated the field performance under dynamic traffic load. The test re-
Fractured faces ASTM D5821 –
sults are presented in Fig. 2 in the form of master curves. The
LA abrasion ASTM C535/AASHTO –
T96 master curves used to evaluate the dynamic stiffness (MPa) versus
reduced frequency (Hz) relationship followed the program devel-
oped by Di Benedetto and coworker [12]. Dynamic modulus test
samples had core dimensions of 150 mm height by 100 mm
diameter.
Table 4
Results of SuperpaveTM aggregate specification tests on RCA.
3.4.3. Moisture susceptibility (ASTM D 4867/D 4867-M04)
Physical property Test Specification Remarks/ Test samples (62.5 mm thicknesses by 100 mm diameter) were
result comments used in finding the moisture damage potential of the prepared
Combined Gsb
Dry 2.433 None –
SSD 2.586 None – Table 6
Gsa 2.692 None – Performance tests on the VA-RCA.
Absorption (Wa %) 2.341 – Satisfactory
Uncompacted void content % 41 Minimum of Passes Mix property Test standard specification Test conditions
40 specification Rutting failure AASHTO TP63-03 52 °C
Flat, elongated, and flat and elongated 3.75 Maximum Passes 8000 cycles
% in coarse aggregates of 10 specification Dynamic modulus (E*) AASHTO TP62-03 4, 21.3 and 39.2 °C
% of fractured particles in coarse 93.8/ Minimum of Passes 25, 10, 5, 1 and 0.1 Hz
aggregates (1 fractured face/2 84.1 65 specification Moisture ASTM D 4867/D 4867-M04 25 °C
fractured face) susceptibility
LA % 43 Maximum Passes IDT resilient modulus ASTM D4123-82 5, 25 and 40 °C
of 40 specification 200 load repetitions
 J. Mills-Beale, Z. You / Construction and Building Materials 24 (2010) 230–235
mixtures. The test designation, ASTM D 4867/D 4867 M-04,
Standard Test Method for Effect of Moisture on Asphalt Concrete Pav-
ing Mixtures, seeks to determine the effect of water on the tensile
properties of the designed VA-RCA HMA. It further ascertained
the behavior of the mix under the freeze–thaw cycles as the tem-
peratures fluctuated between a maximum 52 °C and 34 °C, and
with the application of a diametrical load at 50 mm/min.
3.4.4. Indirect tensile test for resilient modulus (ASTM D 4123-82)
ASTM D 4123, Standard Test Method for Indirect Tension Test for
Resilient Modulus of Bituminous Mixtures, was followed for the prep-
aration and laboratory testing of the hybrid VA-RCA HMA for resil-
ient modulus determination. At temperatures 5, 25 and 40 °C, the
resilient modulus was determined in order to understand insight-
fully the effect of temperature, loading rate and rest periods on the
mix. This test served as a confirmation of the modulus properties of
the HMA under varying load conditions such as shown from the E*
tests. Additionally, the test mode was under an assumed Poisson
ratio condition, with the 5, 25 and 40 °C temperatures having Pois-
son ratios of 0.3, 0.35 and 0.4, respectively. The test was conducted
on a 50 mm thickness by 150 mm diameter.
4. Test results and discussion
4.1. SuperpaveTM volumetric analysis
The volumetric properties of the VA-RCA HMA mix was deter-
mined and compared accordingly with the SuperpaveTM Specifica-
tion Standards. The SuperpaveTM Volumetric Mixture Design
% RCA vs. VMA
20
18 2
R = 0.81
16
VMA
14
12
10
0 10 20 30 40 50 60 70
% RCA
Fig. 1. Void in mineral aggregates (VMA) against RCA in HMA.
Fig. 2. Air void against RCA in HMA.
233
% RCA vs. VFA
80
75
2
R = 0.88
70
VFA
65
60
55
50
0 10 20 30 40 50 60 70 80 90
% RCA
Fig. 3. Voids filled with asphalt (VFA) against RCA in HMA.
Standards require that for the design ESAL level of 1 million ESAL,
a nominal maximum aggregate size (NMAS) of 9.5 mm, the voids in
mineral aggregates (VMA) should be 15.0% minimum while the
voids filled with asphalt (VFA) specification range is between 65%
and 75%. Figs. 1–3 show the VMA, air void, and VFA trends, respec-
tively, with respect to the RCA percent in the HMA. The general
trend indicates that as the RCA percent in the HMA increases, the
VMA decreases, while the air void increases. It is believed that
the increase in RCA causes absorption of some of the asphalt in
the mix due to the surface pores on the RCA. This absorption thus
reduces the effective asphalt content in the HMA. As the effective
asphalt content reduces, the VMA also reduces. As the VMA was
decreasing and the actual air void level in the HMA was not varying
much with increasing RCA, the VFA was also decreasing, just like
VMA.
4.2. Dynamic modulus at various temperatures and loading
frequencies
The characterization of the mixes using the dynamic modulus
was done at 13, 21.3, and 39.2 °C, and 25, 10, 5, 1 and 0.1 Hz fre-
quencies. The mixes tested to date were the ones containing 25%,
35%, 50% and 75% of RCA. The results are provided in the form of
a logarithmic master curve in Fig. 4. The master curves were drawn
using the 2S2P1D model [11] and [12], for characterizing the visco-
elastic behavior of HMA. As hypothesized, as more and more RCA
80 90 was added to the HMA, the dynamic modulus or stiffness of the
mix decreased. Although, there are no minimum criteria limits
for the dynamic modulus results, further research is being under-
taken to utilize the results in the newly introduced Mechanistic
Fig. 4. Dynamic modulus of selected VA-RCA.
234 J. Mills-Beale, Z. You / Construction and Building Materials 24 (2010) 230–235

1800

1600

1400

ResilientModulus (MPa)
1200

1000

800

600 5 Deg. C
400
25 Deg. C
200
40 Deg. C
0
75% RCA 50% RCA 35% RCA 25% RCA 0% RCA

Fig. 5. Resilient modulus test results.

Empirical Pavement Design Guide (MEPDG) to ascertain the resis- equipment compaction energy is expended during the initial com-
tance of RCA-VA hybrid mixes to pavement rutting, low-tempera- paction before the pavement is opened to traffic. As the RCA de-
ture and fatigue cracking. creases further, the energy savings become insignificant. This
could be explained by the fact that the imposed traffic loads are
4.3. IDT resilient modulus borne more by the stone-to-stone interlock between the stronger
VA.
The resilient modulus test results are shown in Fig. 5. Generally,
resilient modulus increased with decreasing RCA for all the three 4.5. Moisture susceptibility (tensile strength ratio)
temperatures. At the lowest test temperature of 5 °C, the resilient
is highest, indicating that the stiffest material condition under According to the ASTM D 4867/D 4867-M04 standard, the min-
recoverable deformation behavior. To assess the effect of RCA on imum permissible tensile strength ratio should be 80% in order to
the resilient modulus, the ANOVA test at 5% significance level have an asphalt mixture that sufficiently resists moisture and
was conducted. The analysis proved that the test temperature, water-related damage, otherwise known as stripping. At 25 °C,
i.e. 5, 25 and 40 °C were responsible for the differences in results, the moisture susceptibility using the indirect tensile strength ratio
more than the percent of RCA in the mix. According to the AASHTO test of the mix is shown in Fig. 7. It is revealed that as the RCA% in-
1993 pavement design guide, a higher resilient modulus is most creases, the degree of moisture susceptibility of the VA-RCA HMA
desirable to build a less thick pavement which still maintained is increased.
its structural integrity. Even though the standard is facing out,
these test results provide additional information on the relation-
4.6. Rutting failure potential
ship between the stiffness behaviors of the mix.
The results of the rutting failure potential of the APA samples
4.4. Construction energy index are plotted in Fig. 8. The figure shows the trend as the RCA% in
the VA-RCA HMA increases from 25%, 35%, and 50% to 75%, it can
The Construction Energy Index (CEI) of the VA-RCA mixes with be seen that at all four rates of RCA substitution in the mix, the
75%, 50%, 35% and 25% of RCA substituted for the VA is assessed MDOT maximum specification limit for permanent deformation,
using the theory proposed by Mahmoud and Bahia [10]. The which is 8 mm is satisfied. Additionally, as the RCA in the mix in-
hypothesis is that the CDI can be used to determine the relative creases, there is a corresponding increase in the rutting or perma-
amounts of energy saved by the SuperpaveTM Gyratory Compactor nent deformation. Between 25% and 35% of RCA in the HMA, there
(SGC) equipment when a VA-RCA asphalt mixture is placed and
compacted in the field. Test results shown in Fig. 6 indicate that
as RCA decreases in the mix, the CEI increases; meaning more
Minimum Specification Limit

3500
Construction Energy Index (CEI)

3000

2500

2000

1500

1000

500

0
75% RCA 50% RCA 35% RCA 25% RCA 0% RCA

Fig. 6. Construction energy index test results. Fig. 7. Results of the moisture susceptibility tests.
 J. Mills-Beale, Z. You / Construction and Building Materials 24 (2010) 230–235
10
25% VA - 75% RCA
50% VA - 50% RCA
8 65% VA - 35% RCA
Rutting depth (mm)
75% VA - 25% RCA
100% VA - 0% RCA
6
4 contributions of undergraduate students Kelly Heidbrier, Kari
2 Technological University. The lab tests were conducted in the Cen-
0
0 2000 4000 6000 8000
Nuumber of load cycles
Fig. 8. Rutting depth of the HMA over 8000 cycles loading.
is a permanent deformation increase of 8.1%. The percent increases
further to 37.85% as RCA increases from 35% to 50% RCA, and finally
76%, as RCA increases from 50% to 75%. The control mix (0% RCA),
as expected had the least rutting of 1.14 mm after 8000 cycles of
load.
5. Summary of findings and suggestions
The research project was aimed at evaluating the potential of
using RCA for low trafficked asphalt highways in Michigan. The test
results to date indicate that:
1. RCA is capable of serving as a useful replacement in HMA road-
ways where traffic loads are minimal. The results show that
permanent deformation on the roadway is unlikely to be a
problem under this low traffic condition with RCA use of up
to 75%. It is believed that a higher substitution of the VA with
RCA beyond 75% will lead to a failure of the specification
criterion.
2. Test temperature influenced the resilient modulus of the VA-
RCA HMA more than the effect of the varying amounts of RCA
in the mix.
3. In using RCA in an HMA, a maximum specification limit is
required to ensure that the tensile strength properties of the
mix are preserved under the effects of ice, snow and other
forms of precipitation. This is particularly important since the
combination of RCA and VA could still satisfy the moisture dam-
age requirements of a low volume traffic mix.
4. The dynamic modulus of the mix is increased with reduced
amounts of RCA in the mix.
5. The CEI plots show that with VA being replaced by the RCA,
there is the possibility of significant energy savings during the
compaction process. Nevertheless, energy savings need not be
compromised with the performance properties of the mix.
View publication stats
235
Acknowledgements
The authors acknowledge the funding of this project from the
United States Department of Transportation through the Univer-
sity Transportation Center for Materials in Sustainable Transporta-
tion Infrastructure at Michigan Technological University. This
research could not have been completed without the significant
Klaboe, and John Butler in running some lab tests at Michigan
ter of Excellence for Transportation Materials (Transportation
Materials Research Center), which is partnered between Michigan
10000 Department of Transportation and Michigan Technological Univer-
sity. The authors wish to express their sincere gratitude to Jim Viv-
ian and Ed Tulpo in the Center of Excellence for Transportation
Materials at Michigan Technological University. The contents of
this article do not necessarily reflect the official views and policies
of any institution or agency.
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