Feasibility of using Reclaimed Asphalt Pavement Materials

for Construction and Rehabilitation of Roads in Iraq

Asst. Prof. Dr. Jamal S. Abd Alamier* Asst. Prof. Dr. Saud A. Sultan
College of Engineering Dept. of Highways & Transp. Eng.
Al Mustansiriyah University Al Mustansiriyah University

Abstract

The introduction of new asphalt milling machines in Iraq within the last few
years has produced increasing amounts of reclaimed asphalt pavements materials
(RAP). These amounts of RAP are accumulating rapidly due to milling of old asphalt
pavements of roads without any useful usage. While numerous agencies all around
the world have adopted the practice of recycling, only a rare number of research
studies have been performed to characterize and examine the strength, durability, and
suitability of recycling techniques using local materials in Iraq. A detailed testing
program has been carried out on local reclaimed asphalt pavements materials (RAP)
to improve their mechanical and structural characteristics to be used for construction
and rehabilitation of road pavements. Different types of locally available stabilizers,
additives, and blending techniques have been used to find the most suitable one from
the point of view of design, construction, economy and environment. The analysis of
life cycle costs has been carried out using systems analysis and management of
pavement program (SAMP). The analysis of life cycle costs on laboratory results
showed that the use of different types of locally available stabilizers, additives, and/or
blending techniques improves the structural characteristics of reclaimed asphalt
materials to be used as stabilized base or sub-base pavement layers for new or
rehabilitated old roads with a total cost reduction up to 40% and maintenance cost
reduction up 50%. The findings of this study and recommendations may be
considered as guidelines for future use of in-place recycling equipment that the state
corporation of roads and bridges in Iraq (SCRB) is going to implement.

____________________________________________________________________
* College of Eng., Al-Mustansiriya Univ., Bab- Al-Moadham, Baghdad, Iraq.
 Feasibility of using Reclaimed Asphalt Pavement Materials
for Construction and Rehabilitation of Roads in Iraq
1. Introduction

Reclaimed asphalt pavement (RAP) material is most commonly

used as an aggregate substitute in recycled asphalt paving mixes, and it is
also used as granular base or subbase, stabilized base aggregate, and
embankment or fill material. It can also be used in other construction
applications. RAP is a valuable, high-quality material that can replace
more expensive virgin aggregates. The recycling of aggregates and other
highway construction materials makes sound economic, environmental,
and engineering sense. RAP is a useful alternative to virgin materials
because it reduces the use of virgin aggregate required in the construction
of roads. The Federal Highway Administration (FHWA 2008) estimates
that 100 million tons of hot mix asphalt is milled each year in the United
States only, As a result of this practice, a tremendous amount of
reclaimed asphalt pavement (RAP) is created every year, and over 80
percent of RAP was recycled, making asphalt the most frequently
recycled material (MAPA 2007). The objective of this research has been
devoted to investigate and examine the practical and economical benefits
of the implementation of different recycling techniques with the use of
local materials in Iraq. It is intended to conduct detailed laboratory testing
program in order to develop local design and management guidelines for
the usage of RAP as base or subbase layer in flexible pavements in Iraq.

2. Methodology

A detailed testing program is carried out in this study on local

reclaimed asphalt pavement (RAP) materials. Two techniques are used to
improve the mechanical and structural characteristics of local RAP
materials. The first one is to investigate and examine different
RAP/virgin aggregate blending techniques to improve the mechanical
characteristics of local RAP materials in Iraq without the use of
chemicals or stabilization additives. In addition to improve the
mechanical performance of RAP materials, the investigations have been
extended to find the optimum percentage of RAP that can be used as a
substitute to virgin aggregate from the environmental, economical, and
strength point of view. The second one is to use different types of locally
available stabilizers and additives to improve the structural characteristics
of local RAP materials and to find the most suitable one from the point of
view of economy and environment. The analysis of life cycle costs has

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been carried out using modified systems analysis and management of
pavement program SAMP5 (Sultan & Tong 2000, and Sultan 1995).

2.1 Mechanical improvement of RAP

2.1.1 Properties of local RAP materials
Gradation test of RAP samples is carried out according to
AASHTO standard method T27-74 in order to determine the suitability of
reclaimed asphalt materials for use as base or subbase materials in road
construction following the specifications of the state corporation of road
and bridges in Iraq (SCRB 2003). Different samples were sieved and the
results showed that the tested RAP samples do not meet the gradation
requirements of SCRB 2003 for base as shown in figure (1). The sieve
analysis results also showed that the tested RAP materials do not meet the
gradation requirements of SCRB 2003 for subbase materials as shown in
figure (2).

Figure (1): Comparison between gradation of RAP and gradation of

granular base materials required by SCRB 2003.

Figure (2): Comparison between gradation of RAP and gradation of

granular subbase materials required by SCRB 2003.

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 The CBR test was carried out following ASTM D-1883. The
average CBR value for the reclaimed asphalt materials was 5.5% which is
not accepted by SCRB 2003 for granular base or subbase materials.

2.1.2 Effects of blending local aggregate materials with RAP

Local virgin subbase materials which were tested have low

maximum dry density of 1460 kg/m3 at optimum moisture content of
5.5%, the addition of RAP materials (which have maximum dry density
of 2000 kg/m3 at optimum moisture content of 6.8%) increased the
maximum dry density of local virgin subbase materials and reduced the
optimum moisture content in general. Increasing the RAP percentage in
the blends of RAP with subbase materials in general decreases the CBR
value of the local virgin subbase materials as shown in figure (3). SCRB
2003 stated that the minimum CBR of subbase materials should be more
than 20% for class D. A value of CBR more than 20% can be obtained for
blends of RAP and local virgin subbase materials that contain RAP
materials not more than 40%. Therefore, an optimum maximum
percentage of RAP of 40% can be blended with local virgin subbase
materials.

Figure (3): Relationship between CBR and percentage of reclaimed

asphalt pavement materials (RAP) in the blend of RAP and subbase
materials.

Local natural gravel materials which were tested have maximum dry
density of 2235 kg/m3 at optimum moisture content of 6.5%, the addition
of RAP materials (which have maximum dry density of 2000 kg/m3 at
optimum moisture content of 6.8%) decreased the maximum dry density
of local natural gravel materials and reduced the optimum moisture
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content. Increasing the RAP percentage in the blend of RAP with natural
gravel materials in general decreases the CBR value of the original local
natural gravel materials as shown in figure (4). SCRB 2003 stated that the
minimum CBR of subbase materials should be more than 20% for class
D. A value of CBR more than 20% can be obtained for blends of RAP
and local natural gravel materials that contain RAP materials not more
than 60%. Therefore, an optimum maximum percentage of RAP of 60%
can be blended with local natural gravel materials.

Figure (4): Relationship between CBR and percentage of reclaimed

asphalt pavement materials (RAP) in the blend of RAP and natural gravel
materials.

Local crushed aggregate materials which were tested had a

maximum dry density of 2210 kg/m3 at optimum moisture content of
4.8%, the addition of RAP materials (which had a maximum dry density
of 2000 kg/m3 at optimum moisture content of 6.8%) decreased the
maximum dry density of local crushed aggregate materials and reduced
the optimum moisture content. Increasing the RAP percentage in the
blend of RAP with crushed aggregate materials in general decreases the
CBR value of the original local crushed aggregate materials as shown in
figure (5). SCRB 2003 stated that the minimum CBR of subbase
materials should be more than 20% for class D. A value of CBR more
than 20% can be obtained for blends of RAP and local crushed aggregate
materials that contain RAP materials not more than 40%. Therefore, an
optimum maximum percentage of RAP of 40% can be blended with local
crushed aggregate materials.
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 Figure (5): Relationship between CBR and percentage of reclaimed
asphalt pavement materials (RAP) in the blend of RAP and crushed gravel
materials.

2.2 Chemical improvement of RAP

Three different local types of stabilizers were used, namely; hydrated

lime, Portland cement, and combinations of them. Crushed bricks sand
waste materials were used also to increase the percentage of fines
required into the mix. Table (1) shows the laboratory testing program of
the prepared samples from the designate mixtures. Three sample cubes of
each mix were tested after 7 days of curing in air and water. Figure (6)
shows the testing of chemically stabilized RAP materials. Table (2)
shows the compression strength of samples of RAP treated with crushed
bricks sand and stabilized with hydrated lime and cured in air. The
samples which were cured in water have lower compressive strength
values as compared with the same mixtures which were cured in air.

Figure (6): Testing of chemically stabilized RAP materials.

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 Table (1): Laboratory testing program.

Air cured samples Water cured samples

1- stabilized with hydrated lime

Rap + 4% hydrated lime + 8% crushed Rap + 5.5% hydrated lime + 5.5%

bricks sand crushed bricks sand
Rap + 5.5% hydrated lime + 11.5 % Rap + 5.5% hydrated lime + 11.5 %
crushed bricks sand crushed bricks sand
Rap + 8.5% hydrated lime + 17 % Rap + 10.5% hydrated lime + 11.5%
crushed bricks sand crushed bricks sand
Rap + 10.5% hydrated lime + 21 % Rap + 10.5% hydrated lime + 21 %
crushed bricks sand crushed bricks sand
Rap + 12.5% hydrated lime + 12.5 %
crushed bricks sand

2-stabilized with Portland cement

(All samples cured in water).
Rap + 5.5 % crushed bricks sand + 5.5 %
Portland cement
Rap + 8.5 % crushed bricks sand + 5.5 %
Portland cement
Rap + 11.5 % crushed bricks sand + 5.5
% Portland cement
Rap + 5.5 % crushed bricks sand + 7 %
Portland cement
Rap + 8.5 % crushed bricks sand + 7 %
Portland cement
Rap + 11.5 % crushed bricks sand + 7 %
Portland cement

2- stabilized with hydrated lime and Portland cement

Rap + 5.5% hydrated lime + 5.5 %
crushed bricks sand +3% cement
Rap + 5.5% hydrated lime + 5.5 %
crushed bricks sand +5.5% cement
Rap + 5.5% hydrated lime + 11.5 %
crushed bricks sand +3% cement
Rap + 5.5% hydrated lime + 11.5 %
crushed bricks sand +5.5% cement
Rap + 5.5% hydrated lime + 5.5 %
crushed bricks sand +3% cement
Rap + 5.5% hydrated lime + 5.5 %
crushed bricks sand +5.5% cement
Rap + 5.5% hydrated lime + 11.5 %
crushed bricks sand +3% cement
Rap + 5.5% hydrated lime + 11.5 %
crushed bricks sand +5.5% cement

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 Table (2): The compression strength and absorption of water of
samples immersed in water

7th day
Water absorption compression Crushed Hydrated lime
% strength bricks sand %
(MPa) %

6.65 1 5.5 5.5

4.95 0.28 11.5 5.5
3.33 0.92 11.5 10.5
2.75 1.2 21 10.5

This reduction is increased with increasing the percentage of crushed

bricks sand. The compressive strength results do not comply with SCRB
2003 lower limit of 2.5 MPa for stabilized base course layer materials.
The mixes which have compressive strength of more than 1MPa can be
use as subbase or sub grade layer. Increasing of hydrated lime content
reduces the absorption of water. There is an increase in the strength with
the increase of the percentage of crushed bricks sand, while increasing
hydrated lime percentage increases strength to a specific limit then a
reduction occurs with more increasing of hydrated lime content. These
results do not comply with SCRB 2003 limits for base course layer and
higher percentages of hydrated lime and crushed bricks sand are needed
to improve the strength.

Figure (7) is prepared to show the compression strength of samples

of RAP treated with crushed bricks sand and stabilized with Portland
cement. The compressive strength at 7th day of water cured samples
increases with increasing the content of crushed bricks sand linearly and
these results explain that there is a possibility of selecting either
increasing of crushed bricks sand content or increasing Portland cement
content to obtain acceptable strength satisfying the SCRB 2003 limits for
cement treated base course.

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 Figure (7): The compression strength of rap materials plus bricks sand
treated with two percentages of Portland cement and tested after 7 of
curing in water.

3.0 Computer Analysis of Life Cycle Cost

A pavement design and management system analysis was carried

out using modified SAMP5 computer program to determine the effects of
using blends of RAP and virgin subbase materials (stabilized and non
stabilized) on the construction and maintenance costs. More details about
the algorithm and the operation as well as modifications of the computer
program SAMP5 are available in the literature (Sultan & Tong 2000, and
Sultan 1995) .The design and management analysis, which was carried
out on life cycle costs of flexible pavement base and subbase layers
containing stabilized and non stabilized RAP materials showed savings of
up to 40% of total pavement cost and 50% of maintenance cost depending
on design in comparison with conventional flexible pavement in Iraq as
shown in figure (8) and figure (9) respectively.

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 Figure (8): Comparison between pavement layers thickness and type of
subbase layer materials blended with reclaimed asphalt pavement
materials (RAP) for 6.4 millions 18-kip AASHTO standard axle road
repetitions in 20 years life.

Figure (9): Comparison between pavement construction, maintenance

cost and type of subbase layer materials blended with reclaimed asphalt
pavement materials (RAP) for 6.4 millions 18-kip AASHTO standard axle
road repetitions.

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4. Conclusions
4.1 Effects of blending recycled asphalt pavement (RAP) materials with
local virgin aggregate materials
There are important economical and environmental benefits of
reducing the quantity of local virgin aggregate materials used in road
construction from 40% to 60% due to the addition of useless RAP
materials.

4.2 Effects of stabilizing RAP materials with Portland cement

Stabilization RAP materials blended with crushed bricks sand with
Portland cement more than 5% satisfying the SCRB 2003 base course
compression strength limit and give high strength above 2.5 MPa.

4.3 Life cycle cost analysis

The computer design and management analysis, which was carried
out on life cycle costs of flexible pavement with unbounded granular
subbase layer of blended virgin aggregate materials with RAP showed
savings of up to 40% of total pavement cost and up to 50% of
maintenance cost depending on design in comparison with conventional
flexible pavement in Iraq.

5.0 References

Federal Highway Administration. Publication Number: FHWA-RD-97-

148. User Guidelines for Byproduct and Secondary Use Materials in
Pavement Construction, 2008.
Missouri Asphalt Pavement Association (MAPA) website, Recycling of
AsphaltPavement,www.moasphalt.org/facts/environmental/recycling.htm
, accessed online at on July 12, 2012).
SCRB, State Corporation of Roads and Bridges, "Highway Design
Manual", designs and studies department, Ministry of housing and
construction, Republic of Iraq, 2003.

Sultan, S.A., and Lou Chi Tong New Techniques for Design and Quality
Control of Pavement Stabilization in Brunei Darussalam", Proc. 2nd Int.
Conf. of Road Engineers Association in Australia and South East Asia,
REAAA , Tokyo, Japan, 4th of Sept., 2000.

Sultan, S.A, "Design of Low Volume Roads in Level Iraqi Terrain", PhD
thesis, department of civil engineering, College of Eng., University of
Baghdad, September, Baghdad, Iraq, 1995.

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