Reuse of bituminous pavements: A mini-review of research, regulations and modelling.

Bituminous pavement can be recycled - even multiple times - by reusing it in new bituminous mixtures. If the mechanical properties of the binder get worse, this reclaimed asphalt is often used in the sub-structure of the road. Apparently, up till now, no end-of-life phase exists for the material. Actually, defining the end-of-life and the end-of-waste stage of a material is important for life cycle assessment modelling. Various standards and scientific studies on modelling life cycle assessment are known, but the crucial stages are not yet defined for reclaimed asphalt pavement. Unlike for iron, steel and aluminium scrap, at this moment, no legislative end-of-waste criteria for aggregates are formulated by the European Commission. More research is necessary in order to develop valuable end-of-life criteria for aggregates. This contribution is a mini-review article of the current regulations, standards and studies concerning end-of-life and end-of-waste of reclaimed asphalt pavement. The existing methodology in order to define end-of-waste criteria, a case study on aggregates and the argumentation used in finished legislative criteria are the basis to clarify some modelling issues for reclaimed asphalt material. Hence, this contribution elucidates the assignment of process environmental impacts to a life cycle stage as defined by EN15804, that is, end-of-life stage (C) and the supplementary information Module D with benefits and loads beyond the system boundary.

Utilization of wollastonite, jarosite, and their blends for the sustainable development of concrete paver block mixes containing reclaimed asphalt pavement aggregates.

While several research studies considered the utilization of reclaimed asphalt pavement (RAP) aggregates for asphalt and concrete pavements, very few attempted its possible utilization for precast concrete applications like concrete paver blocks (CPBs). Moreover, few attempts made in the recent past to improve the strength properties of RAP inclusive concrete mixes by incorporating certain supplementary cementitious materials (SCMs) have reported an insignificant or marginal effect. The present study attempts to comprehensively investigate the utilization potential of some locally and abundantly available materials having suitable physicochemical properties to improve the performance of a zero-slump CPB mix containing 50% RAP aggregates. The studied filler materials, namely, wollastonite (naturally occurring calcium metasilicate mineral) and jarosite (hazardous zinc industry waste), were used to replace 5-15% and 10-20% by volume of Portland cement in the 50% RAP CPB mix. Apart from their individual effects, the efficacy of wollastonite-jarosite blends was also investigated. Considering the lack of indoor storage facilities and economic aspects of CPBs, the influence of water spray curing regime on the performance of the RAP CPB mixes was studied and compared to that of continuous water curing regime. Inclusion of the considered fillers was found to statistically and significantly enhance the flexural strength, tensile splitting strength, and abrasion resistance of the 50% RAP CPB mix; however, the compressive strength (in most cases), permeable voids, water absorption, and water permeability properties showed an insignificant improvement. Results of thermogravimetric analysis confirmed the occurrence of pozzolanic reactivity, and microstructure analysis revealed improvements in packing of concrete matrix and ITZ with filler inclusion qualitatively substantiating the improvements in strength and durability characteristics. The toxicity characteristics of heavy metals that may leach from the hazardous jarosite-based RAP CPB mixes were found to be within permissible limits. Based on the performance requirements specified by IS, IRC, and ASTM standards, all the RAP CPB mixes with filler inclusions fulfilled the acceptance criteria for heavy traffic applications, and water spray curing can enact as an alternate method for curing these mixes. However, to avail maximum performance benefits, it is recommended to use 5% wollastonite, 15% jarosite, and a combination of 10% wollastonite and 10% jarosite as a Portland cement substitute to produce sustainable eco-friendly RAP CPB mixes.

Dynamic mechanical response of hot central plant recycling asphalt pavement considering the rutting deformation of existing structure: pollution reduction and durability promotion.

In the pavement industry, there is a pressing need for the reuse of recycled asphalt pavement (RAP) materials. However, the rutting deformation in existing pavement structures is often overlooked in the design of recycled asphalt pavement, which hinders long-term performance prediction and durability assessment. This study examined the viscoelastic properties and fatigue performance of recycled asphalt mixtures. Different combinations of surface layers with varying RAP contents and binder layers with different rutting damage levels were designed. A 3D-Move Analysis model was used to analyze the dynamic mechanical response of these structures under moving loads. Results showed that the stiffness of recycled asphalt mixture increased with the RAP content, but the fatigue performance decreased by 39.4% when the RAP content reached 50%. Incorporating 50% RAP in the surface layer can reduce the compressive stress caused by vehicle loading, thus reducing the vertical compression strain and permanent deformation of the asphalt layers and the subgrade. However, the surface layer with higher RAP content is exposed to intense alternating tensile and compressive strains, leading to poor fatigue durability. The dynamic mechanical behavior of recycled asphalt pavement structures was found to be significantly impacted by the characteristics of the binder layer. The lower dynamic modulus of the binder layer (e.g., 18 mm rutting depth) can lead to more deformation and an increased risk of fatigue cracking. Moreover, the dynamic performance of mixtures with 0% and 50% RAP in the surface layer is even more affected by changes in the binder layer properties. It is recommended to consider the design of dynamic modulus combinations of existing binder layer materials and surface materials with higher RAP, in order to increase the utilization of RAP for high-grade highways and improve the stress distribution to enhance their durability.

Characterization of Base Oil Effects on Aged Asphalt Binders Considering Bicycle Road.

Demand for various bicycles and sharing systems has constantly been growing worldwide as they improve the quality of life and promote eco-friendly transportation. Accordingly, it is inevitable that bicycle roads should be expanded. As bicycle roads have a relatively lower load applied than automobile roads, adopting a design method that uses a high reclaimed asphalt pavement (RAP) content can be beneficial. However, much uncertainty still exists about the relation between the mixing method and application in field sites, without appropriately considering the quality control of the rejuvenator. Therefore, this study aims to demonstrate the effect of base oil as a rejuvenator on aged binders, considering the use of a high RAP content for bicycle roads. To prepare the aged binder, a rolling thin-film oven (RTFO) and pressure aging vessel (PAV) were used to imitate the life cycle of asphalt pavement from production to service life, and then three contents of aged binder (0%, 50%, and 100%) were added and mixed with fresh PG 64-22 base binder. Finally, each type of prepared aged asphalt binder was blended with three different base oil contents (0%, 5%, and 10%). The results indicated that (1) the addition of base oil effectively decreased the viscosity of aged binders, (2) aged binders containing base oil showed less G*/sin δ compared to originally aged binders, and (3) the application of base oil improves the cracking properties of the aged binder by decreasing stiffness. In conclusion, the most striking observation from the data analysis from the Superpave test and statistical results was the effect of reducing the asphaltene portion based on the use of base oil in the aged binder. Therefore, using base oil in RAP can enable the application of a high RAP content to the bicycle road.

Experimental Analysis of Hot-Mix Asphalt (HMA) Mixtures with Reclaimed Asphalt Pavement (RAP) in Railway Sub-Ballast.

Environmental safeguards promote innovative construction technologies for sustainable pavements. On these premises, this study investigated four hot mix asphalt (HMA) mixtures-i.e., A, B, C, and D-for the railway sub-ballast layer with 0%, 10%, 20%, and 30% reclaimed asphalt pavement (RAP) by total aggregate mass and a rejuvenator additive, varying the bitumen content between 3.5% and 5.0%. Both Marshall and gyratory compactor design methods have been performed, matching the stability, indirect tensile strength, and volumetric properties of each mixture. Dynamic stiffness and fatigue resistance tests provided mechanical performances. Laboratory results highlighted that the RAP and the rejuvenator additive increase the mechanical properties of the mixtures. In addition, the comparative analysis of production costs revealed up to 20% savings as the RAP content increased, and the life cycle impact analysis (LCIA) proved a reduction of the environmental impacts (up to 2% for resource use-fossils, up to 7% for climate change, and up to 13% for water use). The experimental results confirm that HMA containing RAP has mechanical performances higher than the reference mixture with only virgin raw materials. These findings could contribute to waste management and reduce the environmental and economic costs, since the use of RAP in the sub-ballast is not, so far, provided in the Italian specifications for railway construction.

Investigation into Rheological Behavior of Warm-Mix Recycled Asphalt Binders with High Percentages of RAP Binder.

The rheological properties of warm-mix recycled asphalt binders are critical to enhancing design quality and interpreting the performance mechanisms of the corresponding mixtures. This study investigated the rheological behavior of warm-mix recycled asphalt binders with high percentages of RAP binder. The effects of two warm-mix additives [wax-based Sasobit (S) and surfactant-based Evotherm-M1 (E)], a rejuvenating aging [ZGSB (Z)], four RAP binder contents (0%, 30%, 50% and 70%), and three aging states (unaged, short-term aged and long-term aged) were evaluated in detail using the dynamic shear rheometer (DSR), bending beam rheometer (BBR) and Brookfield rotational viscometer tests as well as conventional performance tests over the whole range of temperatures. The results showed that the rejuvenating agent Z effectively alleviated the aging effect of the RAP binder; however, it could hardly eliminate entirely this negative impact, especially at higher RAP binder contents. The addition of S remarkably lowered the apparent viscosity of the warm-mix recycled binders by up to 35.0%, whereas E had little influence on the binder viscosity due to its surfactant nature. Besides, S performed much better in improving rutting resistance (with the increase of up to 411.3% in |G*|/sinδ) than E, while E exhibited superior fatigue performance (with the reduction of up to 42.3% in |G*|·sinδ) to that of S. In terms of the thermal cracking resistance, E had very slight influence and S even yielded an adverse impact (with the increase of up to 70.2% in Sa and the decrease of up to 34.1% in m-value). Further, S broadened the ranges of pavement service temperatures by about 12 °C, whereas E almost did not change the PG grades of the binders. Finally, regarding the characteristics of viscoelastic master curves, S considerably improved the dynamic modulus and lowered the phase angle of the binders over a wide range of frequencies and temperatures but led to the failure of the time-temperature superposition principle due to its thermorheologically complex nature. Nevertheless, in this regard, the effect of E was found very mild.

Critical review on waste cooking oil rejuvenation in asphalt mixture with high recycled asphalt.

Waste cooking oil (WCO) as a rejuvenator is gaining attention in the pavement industry to incorporate higher reclaimed asphalt (RA) in asphalt mixture. This review article provides a comprehensive review on the current state and the feasibility of turning WCO and RA into cleaner and sustainable asphalt pavement material. Considering the advancements in research related to the utilization of WCO in RA mixture, it was necessary to critically review the past and recent studies to provide a methodological scope for future research. The review discusses a plethora of characteristics focusing on chemical, rheological, simulation, environmental, and economical findings related to the utilization of WCO in RA mixtures. Based on the review, WCO can be adjudged as a potential material to rejuvenate asphalt mixtures with higher recycled asphalt content. Furthermore, although WCO enhances low-to-intermediate temperature performance, studies indicated that moisture damage and higher temperature properties are compromised. Future research scope exists in understanding the rejuvenation capabilities of different WCOs and blends of different types of WCO, optimizing the transesterification process of WCO to improve its quality, molecular dynamic simulations focusing on transesterified WCO, quantification of environmental and economic benefits of recycled asphalt mixtures with WCO, and field performance studies.

Prediction of the Long-Term Performance of an Existing Warm Recycled Motorway Pavement.

Warm mix asphalt (WMA) technologies allow the production, lay-down and compaction of asphalt mixtures at reduced temperatures and the use of higher amounts of reclaimed asphalt pavement (RAP) with respect to conventional hot mix asphalt (HMA), leading to significant environmental benefits and energy savings. However, limited data is available on the long-term performance of such pavements. The objective of this study was to predict the long-term performance of an existing warm recycled motorway pavement (made with WMA mixtures containing RAP) constructed in 2016 in central Italy, along with the corresponding hot recycled pavement (made with HMA mixtures containing RAP). For this purpose, cores were taken from the pavements in 2022 to investigate the binder and base courses through dynamic modulus and cyclic fatigue tests, according to the simplified viscoelastic continuum damage (S-VECD) testing approach. The results of the tests were used to predict the service life of the pavements using two pieces of software, KENPAVE and FlexPAVE, based respectively on the elastic design method and the viscoelastic design method in the presence of damage. The FlexPAVE results indicated that the expected service life of the WMA pavement is much longer than that of the HMA pavement, mainly because the WMA mixtures have better damage properties than the HMA mixtures. Conversely, the KENPAVE simulations predicted a similar service life for the two pavements, highlighting the impossibility of the elastic method to catch the actual contribution of high-performance non-standard materials. The promising outcomes of the FlexPAVE simulations further encourage the application of warm recycled pavements.

Compound reutilization of waste cooking oil and waste engine oil as asphalt rejuvenator: performance evaluation and application.

The comprehensive utilization of waste cooking oil (WCO) and waste engine oil (WEO) is of great significance to build a sustainable society because recycling WCO and WEO to develop a rejuvenator for asphalt pavement not only aids the reduction of environmental pollution, but also brings about significant benefits to the Earth's sustainable development. With a clear aim to contribute to a more efficient reuse of the waste oils and recycled asphalt mixtures, this paper develops a high-efficiency compound rejuvenator and determines the optimal combination of its main constituents (WCO and WEO) through orthogonal tests. Furthermore, the performance of the rejuvenator is verified by means of the four-fraction test and the traditional asphalt performance tests (penetration, ductility, softening point). These tests confirm the regeneration efficiency of the compound rejuvenator, and the optimum dosage of the compound rejuvenator is found of 7%. Subsequently, the mechanism of the compound rejuvenator in aged asphalt is examined, and following the application of the compound rejuvenator, it was concluded that the reclaimed asphalt pavement (RAP) could be maximized by 45%. Consequentially, the results of this research promote the recycling of WEO, WCO, and waste asphalt pavement materials, ultimately advocating the sustainability of pavement construction.

Effects of Waste Frying Oil and Crumb Rubber on the Characteristics of a Reclaimed Asphalt Pavement Binder.

The reclaimed asphalt pavement (RAP) has become a moderately common practice in most countries; Hence, rejuvenating materials with RAP have earned publicity in the asphalt manufacturers, mainly due to the increasing raw material costs. In this study, the crumb rubber (CR) and waste frying oil (WFO) utilized as waste materials to restore the properties and enhance the rutting resistance of the RAP. Several physical, rheological, chemical properties of bituminous binders were tested. The result showed that the RAP bituminous binders incorporating WFO and CR decreased softening points and the increased penetration value; these translate to an increase in penetration index. Moreover, the viscosity of the WFO/CR combination reclaimed asphalt pavement binder showed better workability and stiffness, as well as a low storage stability temperature (less than 2.2 °C) with an acceptable loss upon heating. Without chemical reaction was observed between the waste-frying oil with the rubberized binder and the reclaimed asphalt pavement binder. Additionally, the WFO/CR rheological properties combined with the reclaimed asphalt pavement binder were comparable to the control sample. The incorporation of CR with WFO as a hybrid rejuvenator enhanced the rutting resistance. Therefore, the presence of WFO/CR has a considerable influence on the RAP binder properties while preserving a better environment and reducing pollution by reusing waste materials.

The Influence of Mixing Conditions on the Macro-Scale Homogeneity of Asphalt Mixtures Blended with Reclaimed Asphalt Pavement (RAP).

The homogeneity of asphalt mixtures blended with reclaimed asphalt pavement (RAP) is affected by many factors. Due to the complicated compositions of recycled asphalt mixtures, the inhomogeneity issue might cause insufficient mechanical properties of asphalt mixtures, even though a design method was appropriately adopted. Therefore, it is of great significance to study the influence of mixing conditions on the homogeneity of asphalt mixtures blended with RAP materials. This study focused on the macro-scale homogeneity of produced asphalt mixtures. Specifically, asphalt mixtures incorporated with 40% RAP content were produced in a laboratory using different mixing times and mixing temperatures. A multi-direction indirect tensile stiffness modulus (ITSM) test was proposed to quantify the homogeneity of produced samples. In addition, the digital image processing (DIP) method was used to identify the distribution of aggregates and RAP binder. The results indicated that the influence of mixing time on the macro-homogeneity of asphalt mixtures indicated that a longer mixing time was favorable for the material dispersion. The influence of mixing temperature mainly rested on two perspectives. One was that the temperature variation induced the change of binder viscosity. The other was that the temperature influences the diffusion process between RAP binder and new bitumen, which further affected the mechanical performance of produced asphalt mixtures.

Homogeneity and Viscoelastic Behaviour of Bitumen Film in Asphalt Mixtures Containing RAP.

This article discusses the phenomenon of fresh and RAP binders miscibility and presents test results of bitumen film properties from specially prepared asphalt mixtures. The miscibility of a fresh binder and a RAP binder still has not been fully recognised. The aim of this study was to determine the homogeneity level of the bitumen film based on viscoelastic assessment. In addition, an attempt was made to assess the impact of fresh binder on the binders blending degree. The study included assessment of homogeneity of bitumen film comprising various types of bituminous binders. The assessment was conducted on the basis of tests in the dynamic shear rheometer regarding rheological properties of the binders recovered from specific layers of the bitumen film using a staged extraction method. A complex shear modulus as a function of temperature, an elastic recovery R and a non-recoverable creep compliance modulus JNR from MSCR test were determined. The conducted statistical analyses confirmed the significant impact of the type of fresh binder on the blending degree. Regressive dependencies have been set between the differences of the complex shear modulus of the binders subject to mixing and differences of the complex shear modulus of binders from the internal and external layer of the bitumen film comprised of those binders. It was found that there is no full blending of fresh hard bitumen-simulated binder from RAP, which results in non-homogeneity of the bitumen film.

Stiffness Identification of Foamed Asphalt Mixtures with Cement, Evaluated in Laboratory and In Situ in Road Pavements.

The article presents the possibilities of using foamed asphalt in the recycling process to produce the base layer of road pavement constructions in Polish conditions. Foamed asphalt was combined with reclaimed asphalt pavement (RAP) and hydraulic binder (cement). Foamed asphalt mixtures with cement (FAC) were made, based on these ingredients. To reduce stiffness and cracking in the base layer, foamed asphalt (FA) was additionally used in the analyzed mixes containing cement. The laboratory analyzes allowed to estimate the stiffness and fatigue durability of the conglomerate. In the experimental section, measurements of deflections are made, modules of pavement layers are calculated, and their fatigue durability is determined. As a result of the research, new fatigue criteria for FAC mixtures and correlation factors of stiffness modules and fatigue durability in situ with the results of laboratory tests are developed. It is anticipated that FAC recycling technology will provide durable and safe road pavements.

Towards the Use of Waste Pig Fat as a Novel Potential Bio-Based Rejuvenator for Recycled Asphalt Pavement.

This article presents a novel potential bio-based rejuvenator derived from waste pig fat (WPF) for use in recycled asphalt applications. To achieve this purpose, the impact of different doses waste pig fat (e.g., 0, 3, 6, and 9 wt.% WPF) on the reclaimed asphalt pavement binder (RAP-B) performance is investigated. The unmodified and WPF-modified asphalts are characterized by means of Fourier-transform infrared spectroscopy (FT-IR), thin-layer chromatography-flame ionization detection (TLC-FID), scanning electron microscopy (SEM), atomic force microscopy (AFM), thermogravimetric analysis (TGA), and differential scanning calorimetry (DSC). Physico-rheological properties of asphalt blends are assessed through Brookfield viscometer, softening point, penetration, and dynamic shear rheometer (DSR) tests. TLC-FID data highlighted that incremental WPF addition into RAP-B restored its original balance maltenes-to-asphaltenes ratio; finding which was supported by FT-IR analysis. SEM disclosed that WPF has a great compatibility with the aged asphalt. AFM observations showed that grease treatment induced a decline in surface roughness (i.e., bee structures) and a rise in friction force (i.e., para-phase dimension) of RAP binder. TGA/DSC studies revealed that the bio-modifier not only possesses an excellent thermal stability but also can substantially enhance the binder low-temperature performance. Empirical and DSR tests demonstrated that WPF improved the low-temperature performance grade of RAP-B, reduced its mixing and compaction temperatures, and noticeably boosted its fatigue cracking resistance. The rejuvenation of aged asphalt employing WPF is feasible and can be an ideal approach to recycle both of RAP and waste pig fats.

Artificially prepared Reclaimed Asphalt Pavement (RAP)-an experimental investigation on re-recycling.

In this paper, the possibility of using different amounts of re-recycled (repeated recycled) Reclaimed Asphalt Pavement (RAP) in the asphalt mixture was experimentally investigated. First, a single virgin mixture was prepared and artificially aged to simulate the first generation of RAP to be used for designing the first generation of recycled mixtures. Next, the recycled mixtures were further aged to obtain a second generation of RAP to be mixed for preparing the second generation of recycled mixtures with and without the contribution of a rejuvenator. The fatigue behavior and low-temperature properties of all asphalt mixtures were experimentally investigated based on the cylindrical indirect tensile test (CIDT), Bending Beam Rheometer (BBR) mixture creep stiffness tests, and Semi-Circular Bending (SCB) fracture tests, respectively. Results indicate that re-recycled materials designed with and without rejuvenator show inferior fatigue behavior with respect to the first generation of recycled mixtures while exhibiting better performance than the virgin material. Meanwhile, poorer low-temperature creep properties were observed for the mixture prepared with recycled and re-recycled RAP. Fracture properties comparable with those of the virgin material were obtained only for re-recycled mixtures designed with rejuvenator. The present experimental work provides evidence on the possibility of using re-recycled RAP up to 40% when rejuvenators are included in the mix design.

A life cycle scenario analysis of different pavement technologies for urban roads.

In the past, lowest price was the award criterion, given that structural capacity and safety were assured. In the last years, environmental, energy, and long-term impacts have been introduced (climate change, resource depletion, energy consumption, generated solid waste, discharged water, and emissions). Unfortunately, the introduction of new pavement technologies and materials (i.e., waste plastics) affects maintenance and rehabilitation processes and call for accurate and timeliness studies and criteria. Consequently, this paper presents an energy and environmental assessment of an Italian urban road and considers different material-related scenarios that fully comply with emerging technologies. A life-cycle approach is applied to assess energy and environmental impacts of a typical Italian urban road, according to the ISO 14040 series. In more detail, the authors assess the energy and environmental profile of different scenarios of bituminous mixtures. The aim of scenario analysis is to identify the less impacting scenario from an energy and environmental point of view. For each analyzed scenario, the contribution of each life-cycle step to the total impacts and the energy and environmental hotspots are identified in order to define suitable options for improvement. The results of the analysis show that step of material production, including raw material extraction and resource supply, is relevant to almost all the assessed impact categories (average contribution higher than 50%). This is mainly due to the production of bitumen, which is a petroleum-based product. Moreover, the scenario analysis highlights that the pavement scenarios that are characterized by the use of recycled materials involve lower energy and environmental impacts, due to the saving of virgin raw materials and avoided impacts for disposal.

Towards resource-efficient management of asphalt waste in Lombardy region (Italy): Identification of effective strategies based on the LCA methodology.

This study presents a comparison of alternative strategies for managing asphalt waste currently implemented in Lombardy Region (Italy). The waste under study is the one arising from deconstruction and milling of old pavements not containing tar, and, hereafter, it is referred as reclaimed asphalt pavement (RAP). The life cycle assessment (LCA) methodology was applied to the regional system to evaluate its current performance, to identify critical aspects and to suggest actions for improving it. As first step, the amount of RAP generated and recycled within the region was computed by elaborating raw waste data annually collected by the regional agency for the environmental protection. Roughly 1 million tonne of RAP was managed in Lombardy in 2014; most of it was recovered/recycled and only 1% was directly landfilled. Data revealed that RAP was mainly recovered as unbound aggregate for road bases and sub-bases or fillings (52.5%) whereas RAP addition into new asphalt mixtures was less widespread (39.4%). In this case, RAP was mostly recycled in stationary hot mix asphalt (HMAs) and cold mix asphalt (CMAs) plants. Hence, the present LCA focused on these two types of techniques. Primary data on both processes were directly collected from some investigated facilities to set out the current scenario. Sensitivity analyses were then performed to find out the key parameters and their influence on the LCA outcome. Results indicate that recycling RAP in hot/cold mixes is significantly more beneficial than its recovery as unbound material. Moreover, hot recycling provides better environmental performance than cold processes performed at stationary plants, despite the lower RAP addition (20% in HMAs vs 80% in CMAs); this is mainly due to the use of stabilizing agents in the production of CMAs and to the lower field performance of CMAs compared to virgin HMAs. Based on these results, a best-case scenario has been developed to quantify the benefits arising from the suggested actions.