Resilient Modulus of Recycled Asphalt Pavement and Recycled Concrete Aggregate

Bozyurt, Ozlem; Tinjum, James M.; Son, Younghwan; Edil, Tuncer B.; Benson, Craig H.

doi:10.1061/9780784412121.400

Cited by 33 publications

(11 citation statements)

References 16 publications

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“…The most widely used recycled materials in roadway construction are recycled asphalt pavement (RAP) and recycled concrete aggregate (RCA) . RAP is produced by removing and reprocessing existing asphalt pavements (FHWA, 2008;Guthrie, Cooley, & Eggett, 2007) and RCA is reprocessed crushed concrete acquired from demolition of buildings, runways, and roadways (Bozyurt, Tinjum, Son, Edil, & Benson, 2012;FHWA, 2008;Guthrie et al, 2007;Kuo, Mahgoub, & Nazef, 2002). Note: d 10 = effective particle size (particle size for which 10% of the sample is finer than d 10 ); d 50 = average particle size (particle size for which 50% of the sample is finer than d 50 ); C u = coefficient of uniformity (d 60 /d 10 ); C c = coefficient of curvature (d 2 30 /(d 10 × d 60 )); G s = specific gravity; AASHTO classification determined by ASTM D 3282; AC = Asphalt Content; AB = Absorption; MN = Minnesota; CA = California; NJ = New Jersey; CO = Colorado; TX = Texas.…”

Section: Introductionmentioning

confidence: 99%

Climatic effect on resilient modulus of recycled unbound aggregates

Soleimanbeigi

Shedivy

Tinjum

et al. 2015

Road Materials and Pavement Design

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The effect of temperature on plastic strain and resilient modulus (M R ) of different sources of recycled asphalt pavement (RAP) and recycled concrete aggregate (RCA) was evaluated from the results of laboratory temperature-controlled M R tests, with a conventional Class 5 aggregate serving as the control. Freeze-thaw tests were also conducted on samples of RAP and RCA. Five years (spring-summer-fall-winter) of field falling weight deflectometer (FWD) tests were conducted on three pavement sections with RAP, RCA, and Class 5 as the unbound base course. Laboratory test results showed that temperature rise increased plastic strain and reduced M R of RAP under cyclic loads but had a negligible effect on plastic strain and M R of RCA. Freeze-thaw cycles steadily reduced the M R of RAP; however, long-term freeze-thaw cycles increased the M R of RCA. Thermal preloading reduced the plastic strain and increased the M R of the compacted RAP. Construction of a pavement system made with RAP is thus recommended during warm seasons to induce thermal preloading. The elastic modulus backcalculated from the FWD tests did not show a consistent trend with respect to temperature change. No significant change on elastic modulus of RAP, RCA, and Class 5 aggregates due to freeze-thaw cycles was observed over five years.

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Section: Introductionmentioning

confidence: 99%

Climatic effect on resilient modulus of recycled unbound aggregates

Soleimanbeigi

Shedivy

Tinjum

et al. 2015

Road Materials and Pavement Design

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“…Previous research has shown that RCA is a stiffer material than typical aggregate (Bozyurt et al, 2012), thus a longer service life can be expected for the Recycled design. Furthermore, longer lifetime is most evident when fly ash is used to stabilize the base course layers.…”

Section: A5 Discussionmentioning

confidence: 99%

Assessing the Life Cycle Benefits of Recycled Material in Road Construction

Bloom¹,

Horstmeier²,

Ahlman³

et al. 2016

Geo-Chicago 2016

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Executive SummaryThere is interest in determining and validating the environmental and economic benefits of incorporating recycled materials into road construction using life cycle assessments (LCA) and life cycle cost analysis (LCCA) tools. However, the process of collecting the necessary data for LCAs and LCCAs from departments of transportations (DOTs) and road construction contractors is not well defined. This thesis provides a study of real-time data collection to compare with the results of pre-construction estimated LCA data. The goal of this comparison is to determine a data collection precedent for environmental analyses of future transportation projects. Additionally, two prominent LCA tools were used in conducting the assessment and the results were compared to validate the predicted impacts.The primary body of this thesis focuses on a specific, project-based LCA and LCCA of the reconstruction and expansion of a 2.4-km (1.5-mi) stretch of the eastbound Beltline Highway in Madison, Wisconsin. Recycled materials used in this reconstruction include: fly ash, slag, recycled asphalt shingles (RAS), recycled asphalt pavement (RAP), and recycled concrete aggregate (RCA). Fly ash and slag were used as a partial replacement of cement in the ready-mix concrete.RAP was used in both hot mix asphalt (HMA) pavement as well as a base course material. RAS was substituted for binder and aggregate material in some HMA mix designs. RCA, both recycled onsite and imported, was substituted for base and subbase material.Two data collection methodologies were employed to gather the necessary inputs for the LCA of the reconstruction: 1) material quantities estimated from designs and specifications as planned prior to construction (referred as Planned), and 2) material quantities explicitly tracked and collected while construction was on-going (referred as Constructed). In the Planned data collection methodology, quantities were calculated using plan drawings and average mix designs.In the Constructed data collection methodology, key site-specific Wisconsin DOT (WisDOT) and contractor files were accessed for material quantity information. When comparing the LCAs of two or more products, a relative ranking of alternatives can be analyzed as well as the absolute impacts. For this study, the design of the actual roadway that incorporated recycled material (referred to as Recycled) was compared to a hypothetical design comprised of no recycled material (referred to as Virgin). In the Virgin design, recycled material quantities were replaced with equivalent virgin materials. This method demonstrates the impact reductions from the use of recycled material. To validate the LCA results, impacts predicted by PaLATE versus SimaPro were compared, with the primary focus on the common impact categories of energy and CO2 emissions.Results show that the material quantities obtained from the two data collection methods are within one order of magnitude for all categories, demonstrating general agreement regardless of Constructed or Planned da...

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“…Onsite recycling is introduced for cost purposes only. The M R of the RSB ranges from 1.1 to 2.0 times that of gravel base [41][42][43]63]; however, an additional RSB layer with the higher M R is not simulated because MnPAVE limits the number of layers to five. In reality, the RSB would provide more support than the gravel base requiring less HMA thickness.…”

Section: Adaptation Pathway Determinationmentioning

confidence: 99%

A Framework for Introducing Climate-Change Adaptation in Pavement Management

Knott¹,

Jacobs

Sias

et al. 2019

Sustainability

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Greenhouse gas emissions have caused global temperatures to rise since the mid-20th century accompanied by sea-level rise (SLR). Temperature increases and SLR-induced groundwater rise have been shown to cause premature pavement failure in many roadway structures. Hybrid bottom-up/top-down (hybrid) adaptation approaches have shown promise by initially investigating an asset’s response to incremental environmental change and then identifying the timing of critical effects for budgetary planning. This improves practitioners’ understanding of the asset’s climate resiliency and informs adaptation-plan development to minimize both cost and risk. In this study, a hybrid approach to pavement adaptation with climate-change-induced temperature and groundwater rise is demonstrated at a case-study site in coastal New Hampshire. The hot-mix-asphalt (HMA) thickness that achieves a minimum of 85% reliability is calculated for 70 combinations of incremental temperature and groundwater rise. Increasing the base-layer thickness improves resiliency against rising temperatures, but rising groundwater diminishes this improvement demonstrating that both HMA and base-layer thickness increases are needed. Thirteen adaptation pathways are evaluated for pavement performance, life-cycle costs, and road-surface inundation over a 60-year pavement management period. A stepwise and flexible adaptation plan is developed that includes HMA overlays with prescribed thickness and application timing, base-layer rehabilitation options, and re-evaluation opportunities.

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Resilient Modulus of Recycled Asphalt Pavement and Recycled Concrete Aggregate

Cited by 33 publications

References 16 publications

Climatic effect on resilient modulus of recycled unbound aggregates

Climatic effect on resilient modulus of recycled unbound aggregates

Assessing the Life Cycle Benefits of Recycled Material in Road Construction

A Framework for Introducing Climate-Change Adaptation in Pavement Management

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