COLLEGE of ENGINEERING & COMPUTER SCIENCE

DEPERTMENT of CIVIL ENGINEERNG

Class Project –Advanced Pavement Design: ENGR 5670

OVERVIEW OF THE USE OF RECYCLED

MATERIALS IN PAVEMENT

By
Khalafalla, Mohamed
(MSc in Engineering: Civil)

Class Instructor: Dr. Onyango, Mbakisya, PhD

A project submitted in fulfillment of the requirements for the class, Advanced Pavement
Design: ENGR 5670, spring 2014.
The University of Tennessee at Chattanooga
 DECLARATION, CERTIFICATION

AND

COPYRIGHT

I, Khalafalla Mohamed, declare that this poject is my original work and that it has not
been presented and will not be pesented in any other University for a similar way unless
we are concerted.

Khalafalla, Mohamed: Signature: ..................................

Date: ..........................................

……………………………………………

Dr. Onyango, Mbakisya

(Class Instroctor)

Date: ……………………
 ABSTRACT

The use of recycled materials in pavement is increasing nowadays due to the scarcity of

virgin materials and its prices become very expensive, also it very economical to use the

waste materials instead of incurring another cost of disposing them.

There are many benefits of using recycled materials in pavements such as cost reduction,

less consumption for virgin materials, less energy consumption to go green and the ease

of production. The use of recycled materials can vary from rehabilitation of existing

pavement to using it in new pavement

There are three main categories of materials to be used in recycling which are

recycling of flexible pavements, recycling of rigid pavement and recycling of solid

waste materials like glass, fly ash, plastic and steel slag.

Life cycle cost analysis should be performed in accordance with DOT

specification to identify which is best the best use and type of materials to be

recycled.
 ACKNOWLEDGEMENTS

First of all, we would like to thank God Almighty who make us alive up to date,

and enabled us to join the University of Tennessee at Chattanooga.

My special thanks go out to our class instructor, Dr. Onyango for her guidance

throughout the spring semester 2014 while taking this class. She has been very

kind, and nice to us at every step of this class. She was also like a mother out of

the class.
 DEDICATION

Finally, the authors would like to dedicate this project work to all people who strive for

intellectual achievements especially at Civil Engineering.

TABLE OF CONTENTS

Certification, Declaration and Copyright………………………………………

Abstract…………………………………………………………………………

Acknowledgement and Dedication……………….……………………………

Table of Contents………………………………………………………………

1.0 Introduction ………………………………………………………………

2.0 Objectives ……………………………………………………………….

3.0 The benefits of recycling in pavement…………………………………....

4.0 Areas of Use………………………………………………………………

5.0 Classifications of Recycling………………………………………………

5.1 Flexible pavement Recycling………………………………………

5.2 Rigid pavement Recycling…………………………………………

5.3 Waste Materials Recycling…………………………………………

6.0 Conclusions………………………………………………………………

References……………………………………………………………………
1.0 Introduction

Nowadays, there world is more aware about materials disposing and there are many

concerns regarding the disposal of waste materials and its impact in the environment. So,

the elimination process for the materials passes through the optimization of their use in

the industrial processes. Existing deteriorated material can be reused; its characteristics

can be rehabilitated, recycled and improved. The old material can be used in the same

application that it was initially used for, or as part of a new material.

1.1 Recycling in general

Recycling is the process of transforming or reusing of waste materials to get new

products to benefit the reduction of using fresh materials, reduce energy usage, reduce air

pollution and water pollution since that most of the materials are not renewable. The

trend nowadays is to reduce the consumption of energy and new materials. As a result of

that the world create hierarchy to called 3R of waste which are reduce, reuse and recycle.

Recyclable materials include many kinds of glass, paper, metal, plastic, textiles, and

electronics. Although similar in effect, the composting or other reuse of biodegradable

waste such as food or garden waste is considered recycling.

1.2 Pavement recycling

In recent years the use of recycled materials in pavements has become an increasingly

widespread practice. This is especially true for flexible pavements like (HMA) and rigid

pavements like Portland cement concrete (PCC) materials that are milled off the existing

road surfaces and recycled for reuse in pavement construction. A well-recognized

solution for deposing of the pavements recycled materials is to incorporate them into base

and sub-base applications for highway construction. Potential savings in construction

cost and time have made the use of such recycled HMA and PCC aggregates an attractive

alternative to the highway engineer.

2.0 Objectives

The objectives of this paper or research is to get an overview of the practices of using

recyclable materials in pavement in real world and categorize them according to their

nature and the type of materials used.

3.0 The benefits of Recycling in pavement

There are several benefits of using recycled materials in pavements

3.1 Cost advantages

It is obviously made a big difference in cost from using virgin or fresh materials and

these cost range from processing cost because the recycled asphalt for example is

ready asphalt and doesn’t need much treatment, also transportation cost because

generally recycled asphalt usually will be in site. Also less construction cost.

3.2 Less energy consumption

Using of recycled materials will reduce a considerable amount of energy that could be

used in production and processing of new materials. Also the application of it requires

less energy.
 3.3 Preservation of natural materials

Because of the scarce nature of all materials used in pavement, the use of recycled

materials will preserve a considerable amount of the virgin materials in the trend of

going green.

4.0 Areas of use

Recycled materials generally has two main uses in pavements which are using it in the

production of new pavement or using it for rehabilitation of an existing pavement.

4.1 New pavements

Recycled materials can be used in the production of new pavement but it will result in

less strong pavement compare to the virgin materials, so it is recommended to use

recycled materials in small percentages in the major roads and higher percentages for less

occupied roads and parking lots.

4.2 Rehabilitation

It is optimum to use recycled materials in rehabilitation of an existing pavement with

mixing with some agents according to the nature of the rehabilitation and application.

5.0 Classification of Recycling

Recycling of pavements can be classified, according to which type of material used. It is

generally classified into three major categories which are Flexible pavement recycling,

rigid pavement recycling, and recycling of waste materials for pavement construction
 5.1 Flexible pavement recycling

The majority of the recycling practices in use today involve Hot Mix Asphalt (HMA)

pavements. Prior to undertaking recycling, the overall condition of the pavement

structure should be assessed, as for some pavements this option might not be practical or

useful at all. Three major types of recycling options for flexible pavements can be

identified which are recycling of HMA to be used as material in new HMA production,

hot in place recycling (HIPR), and cold in place recycling (CIPR). Although there are

other types of asphalt concrete recycling, like Cold AC Recycling in Plant, only the three

types mentioned above are discussed here.

5.1.1 Recycling of HMA into new HMA

This option involves the utilization of Reclaimed Asphalt Pavement (RAP) in the

production of new HMA. There are two methods to obtain the RAP: first by removing the

pavement and then transporting it to a plant where it is crushed and properly sized, and

second by milling and reducing the size in place. The latter is satisfactorily accomplished

with the wide variety of milling machines available today. However, the milled material

is usually screened at the plant to provide the gradation required. Special care must be

taken in the RAP removal procedure to avoid contamination from the underlying

pavement layers. Use of RAP may not be desirable if the aggregate in the existing

mixture does not meet the required minimum specifications for the new mixture in the

milling process, for example, a considerable amount of fines can be generated, and the

gradation of the RAP obtained should be evaluated accordingly.

Other properties must be also evaluated in the RAP aggregate (abrasion, durability, etc.),
and they must meet minimum requirements, or virgin aggregate must be added to meet

the specifications required in the HMA.

After the RAP has been removed and transported to the Hot Mix Plant, it can be used

immediately, or it can be stored in stockpiles. If stockpiled, special attention must be

given to the RAP as it doesn’t drain in the same way that regular aggregate stockpiles

drain and excess of moisture content can reduce productivity, and decrease the

percentage of RAP that can be used in the recycled HMA mixture. A recommended way

to store the RAP is under an open sided building, with a paved surface. Generally small

modifications are required to regular Batch and Drum Hot Mix Plants to make them

capable of working with RAP, although there are plants specially designed for recycling.

The determination of the amount of RAP that will be used in the new mixture must

follow a mix design, and several methods have been developed to achieve this; in any

case, the mix design produced using RAP is expected to have the same properties of a

mixture designed from virgin materials. Although the asphalt cement present in the RAP

is considered active, its age and consequent require that special provisions be taken in the

design. Mainly, new softer asphalt cement, special additives, and/or rejuvenating agents

may have to be added so the total binder in the final HMA mixture meets the properties

required for the location and level of traffic for the pavement where the mixture will be

placed.

A complete and accurate analysis must be performed on the RAP. The best way to attain

that goal is to obtain samples from the processed RAP stockpile. When it is not possible,

cold milling machines or core samples can be used; however, the gradation obtained from

cores will not represent accurately the gradation in the pavement.

After the mixture has been produced, its placement and compaction processes do not

differ from those of new HMA. In general, if an acceptable mixture design is developed,

the performance of the recycled HMA compares reasonably with that of new HMA, and

although some projects have shown premature cracking and rutting, there is no evidence

that relate these problems to the recycled nature of the material.

5.1.2 Hot ln-Place Recycling (HIPR)

HlPR is the process of correcting asphalt pavement surface distress by softening the

existing surface with heat, mechanically loosening the pavement surface, mixing as

necessary with a recycling agent, aggregate and/or hot mix asphalt, and replacing the

loosened material on the pavement without removing the recycled material from the

original pavement site. The use of the HlPR technique dates from the 1930’s, although

the process and equipment used have improved to a great extent, ifrom initial techniques

which performed heating, scarifying and re-profiling the pavement only for small depths,

to current hot milling and re-mixing with new materials (if necessary), and laying the

improved material to greater depths (10 to 50mm).

Three main operations can be identified in HlPR: heater-scarification, re-paving, and re-

mixing. Heater-scarification involves heating, scarifying, rejuvenating, leveling,

profiling, and compacting of the existing AC surface. Re-paving involves basically the

same steps mentioned for Heater-scarification, but it includes the lay down of new HMA

on top of the treated HMA. Re-mixing is the most complete HlPR procedure, allowing

the utilization of new HMA and/or aggregates in a mixing process with the existing

HMA, to obtain a much better combined material.

HlPR allows both energy and material conservation owing to the reduction in hauling.

Also, the disruption of traffic generated with the regular pavement maintenance

operations is minimized through reduced time needed for completing the projects (the

HlPR train makes the milling disposal costs unnecessary, and improves safer job site

conditions). Finally, the ability to correct surface conditions with HlPR while maintaining

the original elevations and drainage lines is extremely practical.

Problems related to compaction, segregation, and insufficient milling and mixing could

be present in this type of operation. Limitations on the quantity of virgin materials that

can be used are another problem, although this is related to the size and capacity of the

equipment utilized. HlPR is generally not a good option if the pavement shows structural

failure, as the source of the distress is not properly corrected, unless a considerable

thickness of HMA is provided to account for the structural deficiency.

5.1.3 Cold ln-Place Recycling (CIPR)

Cold in Place Recycling (ClPR) is the reuse in-place, without heat, of untreated base

materials and/or asphalt concrete materials with the addition of asphalt emulsions,

foamed asphalt, cutbacks, Portland cement, lime, etc. After being processed and mixed

the material is placed and compacted, and a protective surface must be applied (e.g.

surface treatment or HMA overlay). Only the use of asphalt products is discussed in this

section.

Two main types of CIPR can be identified: full depth and partial depth. Full depth ClPR

is a process that involves the complete flexible pavement structure (base and wearing

course), and part of any underlying layer(s). The materials are uniformly crushed,
pulverized, and mixed with a specific type of bituminous binder, generating a bituminous

stabilized base course. Full depth reclamation is generally performed between 100 to

300mm. Partial depth CIPR reuses only materials from the AC layers, generally to a

depth of 100mm.

Due to lack of adequate resistance to abrasion by traffic, and moisture induced damage, it

is not recommended to leave the surface of ClPR material unprotected. For low to

medium traffic volume roads the recycled mixture can be covered with a single or double

surface treatment, but for high levels of traffic it must be capped with an HMA overlay.

Considerations in the design of CIPR materials include material moisture content and

water sensitivity, type of recycling agent, curing time, etc. One aspect that is crucial for

the success or failure of a ClPR project is the curing time. The asphalt binder that will

provide the bond between the aggregate particles, has to evaporate all the solvents and

agents that were used to make it fluid at cold temperatures. This evaporation (curing)

requires time, and the surface of the recycled material has to be uncovered and closed to

traffic for a minimum period of time, at least until the mixture has gained enough strength

to withstand the initial traffic loads. This situation makes

ClPR not practical in many cases, when the related costs from traffic delays overcome the

reduced costs from cold recycling. However, ClPR is less harmful to the environment

than Hot recycling in general, and can be a very economical alternative if the project

conditions allow for its use.

5.2 Rigid pavement recycling

PCC pavement recycling covers the use of existing PCC as a source of aggregate for
pavement base, subbase, and drainage courses (in both flexible and rigid pavements), and

as a source of aggregate for new PCC concrete mixtures. The recycling of FCC can be

divided in two principal stages: Demolition or removal, and aggregate processing.

Demolition and removal can be performed virtually in any type of rigid pavement (JPCP,

JRCP, and CRCP), thanks to the equipment available today. The concrete is reduced into

pieces small enough to be lifted and carried into trucks. There is a wide variety of

equipment available for this operations, and a summarized description can be found in

reference aggregate processing involves the crushing, complete steel removal, and sizing

to produce Recycled Concrete Aggregate (RCA). In general any crushing plant can be

adapted to be used for PCC recycling, by adding an electromagnet for removing steel.

Depending on the maximum size of the aggregate desired, the amount of RCA recovered

will vary: the larger the maximum aggregate size, the greater the RCA recovery.

In general, recycled coarse aggregates are more useful than recycled fine aggregates,

primarily for their angularity; also, the high absorption capacity of recycled fines can be

detrimental for the workability of the recycled mixture. Conservation of materials,

reduced production and disposal costs, and scarcity of high quality virgin aggregates,

among others, make the recycling of rigid pavements a feasible and attractive

rehabilitation option.

5.2.1 PCC into Aggregate for New PCC

The RCA can be used as a source of aggregate for the design of new PCC mixtures in

rigid pavements. However, this material has slightly different physical properties than

virgin aggregate, and these must be accounted for in the mix design.
Angularity and higher absorption capacity of recycled fines can result in a very harsh mix

when used as a complete replacement for virgin fines. It has also been found that

strengths of concrete with RCA are slightly lower than those of conventional concrete at

the same water-cement ratios. Also, the abrasion resistance of the concrete containing

RCA is lower due to the cement paste present in the RCA, creating problems related with

load transfer between crack faces in JRCP, CRCP, and in non-doweled JPCP.

In general, the amount of RCA utilized in a mix design is limited in part for the reasons

mentioned before, and special considerations such as the amount of recycled fines to be

permitted in the new concrete, use of fly ash, amount and type of chemical admixtures,

type of virgin aggregate to be mixed with the RCA, etc., have to be considered for a

successful mix design.

5.2.2 PCC into Aggregate Material

RCA can be used as an aggregate source for any component of the pavement structure,

such as untreated and treated aggregate layers (base/sub-base), drainage layers, fill, etc.

Physical and chemical properties differ from those present in virgin aggregate, although,

in general, RCA provides a high quality material (provided that the aggregates used in the

original PCC had good quality). Most of the concerns about the use of RCA in a

pavement structure apply if it is going to be used as an aggregate for new concrete

mixtures. For uses other than concrete mix design, RCA can be treated as another source

of aggregate.

5.3 Waste materials recycling

The increasing amount of waste produced by manufacturing operations, service

industries, mining, households, and many other activities in the economy, combined with

the need to improve specific characteristics of the traditional materials used in the

pavement industry (specially HMA) and the growing environmental protection

legislation, have increased the pressure to use waste products in pavements. Scrap rubber

from tires, roofing shingles, fly ash, waste glass, and other materials are used in a wide

variety of applications, from signalization to high quality HMA production.

5.3.1 Municipal Waste Combustion Ash

In 1980, 2.5 million t of municipal solid waste was burned in the United States, resulting

in approximately 816,000 t of municipal waste combustion (MWC) ash or residue. By

1990, the amount burned had jumped to 29 million t, creating approximately 7.3 million t

of MWC ash or residue.

Controlled combustion of municipal solid waste produces two types of ash: fly ash and

bottom ash. Most MWC ash (80 to 99 percent) is bottom ash, which typically meets the

environmental standards for the toxicity characteristic leaching procedure (TCLP). Fly

ash, however, usually contains a high percentage of heavy metals (e.g., lead and

cadmium), and the leachate may not meet some environmental standards.

Concern over the environmental acceptability of MWC ash has severely curtailed the

initiation of research on the beneficial uses of MWC ash. The Environmental Protection

Agency (EPA) estimates that less than 10 percent of the MWC ash produced in the

United States is being used in a limited number of beneficial projects.

Several studies have focused on using incinerator residue as a partial aggregate substitute
in an asphaltic concrete base course. Results showed that this use resulted in performance

equal to that obtained from conventional asphalt pavements.

Recent research involved the use of combined MWC ash as an aggregate in stabilized and

unstabilized bases and sub-bases. Results indicated that cement-treated MWC ash can

produce increased density and compressive strengths over conventional soil cement.

However, leaching tests on the cement-treated MWC ash showed levels of copper,

cadmium, and lead that may exceed the legal drinking water standards of some agencies.

5.3.2 Rubber

Use of rubber from scrap tires in HMA production has been developed over the past 25

years. It can be done by mixing the rubber with the asphalt cement before it is transported

to the HMA plant (wet process), or by treating the rubber as part of the aggregate, and

add the asphalt cement to the rubber-aggregate mixture in the traditional HMA

production process. The primary purpose of adding rubber to an asphalt mixture is to

obtain a stiffer product at high service temperatures, increase elasticity at intermediate

service temperatures, and lower the stiffness at lower temperatures to avoid thermal

cracking. One potential drawback in the use of rubber in HMA production is the

feasibility of its future recycling, due to environmental concerns, mainly an excess of

polluting emissions in the recycling process.

5.3.3 Steel slag

Steel slag, a byproduct of the steel-making process, contains fused mixtures of oxides and

silicates primarily calcium, iron, unslaked lime, and magnesium. Steel slag contains
significant quantities of iron; its highly compressed void structure results in a very dense,

hard material. In 1992, 6.9 million t of steel slag was sold in the United States at a total

value of $21.9 million. (The average selling price for steel slag at the plant was $3.02 per

metric ton.) Table 3 summarizes current uses for steel slag in the United States.

Current research on steel slag in highway construction is focused on its use as an

aggregate in HMA. A Pennsylvania Department of Transportation study found that

bituminous mixtures containing steel slag exhibited high stability, high skid resistance,

and longer heat retention resulting in easier compaction. At this time, however, its use as

an aggregate is not cost-effective given its high asphalt absorption rate.

Research has also been conducted on the use of steel slag blended cement. Results

indicate that although steel slag has a mineral composition similar to that of ordinary

Portland cement clinker, slag could become unstable because of its free calcium oxide.

5.3.4 Glass

Use of waste glass in HMA production was done in the 70's in the U.S. and Canada. This

type of material has not been commonly used for high level-high speed projects; instead,

it has been mainly used in low traffic level projects, such as parking lots and small city

streets. The common problems related with waste glass use in HMA are stripping and

raveling. To counteract this problems, it is recommended to limit the use of this mixtures

to base courses, avoiding their use in surface layers.

5.3.5 Roofing shingles

Roofing shingles are also used in HMA production. The shingles have to be reduced in
size prior to mixing, but they can reduce the overall cost of HMA per ton.

6.0 Conclusion

The problems associated with the environmentally safe and efficient disposal of waste

continue to grow. In many areas, existing landfills are beginning to fill up, and a "not-in-

my-backyard" philosophy has made the establishment of new landfills very difficult. The

cost of disposal continues to increase while the types of wastes accepted at municipal

solid waste landfills is becoming more and more restricted. One answer to all of these

problems lies in the ability of society to develop beneficial uses for these waste products.

The highway construction industry can effectively use large quantities of diverse

materials. The use of waste byproducts in lieu of virgin materials, for instance, would

relieve some of the burden associated with disposal and may provide an inexpensive and

advantageous construction product. Current research on the beneficial use of waste

byproducts as highway construction materials has identified several promising uses for

these materials.
References

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Rehabilitation, Asphalt Recycling and Reclaiming Association, Annapolis, MD,
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 L.E. Wood, T.D. White, and T.B. Nelson. Current Practice of Cold In-Place
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