Effects of Warm-Mix Asphalt Additives on Workability and Mechanical Properties of Reclaimed Asphalt Pavement Material

Mingjiang Tao and Rajib B. Mallick

The soaring cost of liquid asphalt binder and anticipated stricter environmental regulations have driven highway agencies to maximize the amount of reclaimed asphalt pavement (RAP) used for pavement construction. However, because of already aged and stiffened asphalt binder in RAP, the use of high percentages of RAP in hot-mix asphalt (HMA) presents many challenges. Problems with workability and compactability during construction need to be resolved rst. This study investigated the feasibility of using 100% RAP HMA as a base course with warmmix asphalt (WMA) additives (Sasobit H8 or Advera zeolite) at a lower temperature (125C). Mix samples (control set with 100% RAP; a set with 100% RAP plus Sasobit H8 at 1.5%, 2.0%, and 5.0%; and a set with 100% RAP plus Advera zeolite at 0.3%, 0.5%, and 0.7%) were compacted with 50 gyrations. Their workability, bulk specific gravity, indirect tensile strength at 0C, and moduli at 0C, 26.7C, and 50C were determined. The effects of different amounts of WMA additives were compared. The results showed that workability of the 100% RAP HMA improved with the addition of Sasobit H8 or Advera zeolite at temperatures as low as 110C. At temperatures less than 80C, the addition of Sasobit H8 or Advera zeolite tended to stiffen the mix, as also reected in increased seismic moduli and indirect tensile strength. Seismic modulus of the mixes was also found to be dependent on bulk specific gravity. The addition of Sasobit H8 proportionally increased bulk specific gravity of the mixes. The effect of amounts of Advera zeolite on bulk specific gravity was less well defined. It seemed that stiff asphalt binder in the RAP also affected compaction by preventing asphalt foam from fully forming, as it would when Advera zeolite was mixed with a virgin asphalt binder.

The use of reclaimed asphalt pavement (RAP) has become increasingly attractive to state highway agencies, given that liquid asphalt binder costs have more than doubled in the last few years, from about $160 per ton in 2005 to $360 or even $400 in some areas in 2008 (1). RAP contains both aggregates and binder. Its use saves our natural resources and money, and hence recycling of old asphalt pavement materials is environment-friendly. There are millions of tons of RAP stockpiled in the northeastern United States. Their increased use in different pavement courses can make a major impact on Department
Civil and Environmental Engineering Department, Worcester Polytechnic Institute, 100 Institute Road, Worcester, MA 01609. Corresponding author: M. Tao, taomj@wpi.edu. Transportation Research Record: Journal of the Transportation Research Board, No. 2126, Transportation Research Board of the National Academies, Washington, D.C., 2009, pp. 151160. DOI: 10.3141/2126-18

of Transportation (DOT) budgets; DOTs would be able to pave signicantly more miles than they can pave now with all virgin materials. Obviously the higher the percentage of RAP utilized in a job, the greater the savings. However, the maximum amount of RAP that is allowed to be used in hot-mix asphalt (HMA) mixes is only about 30% in many states, largely because of concerns over RAPs undesired intrinsic properties (such as aged binder) and the lack of a proper mix design procedure for HMA mixes with very high RAP contents (2). Although a 100% RAP is virtually recycled in hot in-place recycling, for plant recycling, the use of 100% RAP is limited to some use with emulsion (plant mix RAP) to construct base courses only. A proper use of 100% RAP in hot-mix recycling for base course would be a signicant improvement and provide a much needed cost-saving method for pavement rehabilitation. A high-RAP content present in HMA mixes poses special challenges in design and construction because of RAPs aged and stiffened binders, which often cause problems with workability and compactability, and in selection of a temperature during mixing and compaction that is high enough to drive off moisture from aggregates yet low enough to avoid further stiffening of the RAPs already aged binder. With their capability of reducing asphalt viscosity at lower temperatures, warm-mix asphalt (WMA) technologies may provide a feasible solution to producing HMA containing 100% RAP. Some promising results have been reported in the literature in the past few years. For instance, Mallick et al. (3) conrmed in a laboratory study that the use of Sasobit (one of the currently available WMA technologies) with RAP enabled the production of HMA at 125C with properties comparable to those of HMA produced at 150C. Another study conducted by Mallick et al. (4 ) showed that it is possible to produce HMA mixes with 75% RAP and 1.5% Sasobit H8 at 125C. These mixes have air voids similar to those of virgin mixes (produced with extracted aggregates, virgin stones and sand, and standard PG 64-28 at 150C). In addition, with drum plants Maine DOT has so far been able to utilize 70% RAP experimentally in an HMA recycling operation. Successful use of WMA technologies was also reported in recycling RAP in eld conditions. In 2005 the Maryland State Highway Administration launched two demonstration projects with Sasobit WMA technology, in which 35% and 45% RAP were used in surface and base course layers, respectively, and 1.5% Sasobit (by weight of the total binder) was added to these recycled layers (5, 6 ). As shown by comparison with the HMA control sections with the same amount of RAP but without Sasobit, the use of Sasobit achieved better workability and compaction, improved the resistance to moisture damage
151

152

Transportation Research Record 2126

of marginally moisture sensitive mixture, and resulted in a net savings of $4.55/ton by switching from 25% RAP to 45% RAP with the WMA additive. All these promising results from previous studies warrant further investigation of the effects of WMA additives on workability, volumetric properties, and fundamental engineering properties of RAP mixes.

OBJECTIVE The objective of this study was to examine the effects of different amounts of two types of WMA additives, Sasobit H8 and Advera zeolite, on workability, density, modulus, and strength of 100% recycled RAP.

RESEARCH PLAN, MATERIALS, AND TESTS The scope of this study consists of obtaining RAP and WMA additives, characterizing basic properties of RAP, preparing mixes with different amounts of WMA additives, testing the samples, and analyzing test results. The research approach employed is illustrated in Figure 1. A typical RAP from a stockpile west of the Boston area was obtained, and two commonly used WMA additives, Sasobit H8 from Sasol Wax Americas, Inc., and Advera zeolite from PQ Corporation, were used in this study. Basic RAP properties of the RAPsuch as moisture content, asphalt content, and gradation of extracted aggregates were rst determined. The gradation of the extracted aggregates is shown in Figure 2 with the control limits of 9.5 mm nominal maximum aggregate size (NMAS) also included. The RAP has 2.6% moisture content and 6.0% asphalt content.

No virgin asphalt binder was used for this study for two reasons: (1) asphalt content of the RAP is high (6.0%), and (2) the objective was to more clearly investigate the effect of WMA additives on properties of the RAP mixes. The mixing temperature of 125C was selected to reduce standard mixing temperatures by at least 10C and also because good results have been obtained from RAP mixes with 1.5% Sasobit at 125C in previous studies (3, 4 ). The control mix in this study is prepared with 100% RAP only. One set of the mixes was prepared at three Sasobit H8 concentrations (1.5%, 2.0%, and 5.0% by weight of the total asphalt binder), and another set of the mixes was produced at three Advera zeolite concentrations (0.3%, 0.5%, and 0.7% by weight of the total mix). Before standard gyratory compaction, RAP was heated in a 125C oven for 4 h and then poured into a gyration mold for compaction. The WMA additive (either Sasobit H8 or zeolite) was added to the heated RAP and thoroughly mixed before transfer to a gyration mold for compaction. From a series of WMA studies conducted at the National Center of Asphalt Technology, Hurley and Prowell observed that the addition of WMA additives (Sasobit, Aspha-Min zeolite, or Evotherm) lowered the measured air voids in comparison with their respective control mixtures at the same PG binder (7 ). Since air void is an important indicator of HMA construction quality in the eld, the inuence of various amounts of WMA additives on bulk specic gravity (BSG) of mixes was examined by compacting three samples of each mix with 50 gyrations of the Superpave gyratory compactor. Fifty gyrations were determined on the basis of the design practice of Maine DOT for a low-volume road base course under the states typical traffic and climatic conditions. Mixture temperature right before gyration compaction was about 105C. After the determination of bulk specic gravity, each sample was tested for its modulus and indirect tensile strength to assess the inuence of the WMA additives on mechanical properties. Moduli of the specimens were determined at 0C, 26.7C (room temperature), and

Obtain RAP

Obtain Sasobit H8 and Zeolite

Determine moisture content and asphalt content of RAP; Determine gradation and specific gravity of extracted aggregates

Prepare mixes with different amounts of WMA additives and conduct tests Mix with 100% RAP at 125C; Compact 3 samples with 50 gyrations; Compact 3 170-mm height samples Mix with 100% RAP and Sasobit H8 (1.5, 2.0, and 5.0%) at 125C; Compact 3 samples with 50 gyrations; Compact 3 170-mm height samples with 2.0% Sasobit H8 Mix with 100% RAP and zeolite (0.3, 0.5, and 0.7%) at 125C; Compact 3 samples with 50 gyrations; Compact 3 170-mm height samples with 0.5% zeolite Mix 12 kg of 100% RAP; 100% RAP plus 2.0% Sasobit H8; and 100% RAP plus 0.5% zeolite at 125C for workability

Determine bulk specific gravity; Determine seismic modulus; Determine indirect tensile strength at 0C FIGURE 1 Test plan employed in study.

Tao and Mallick

153

100 90 80 70 Percent passing 60 50 40 30 Control-high 20 10 0 0.075 0.6 1.18 2.36 4.75 9.5 Sieve size (mm) 12.5 19 Extracted aggregate Control-low

FIGURE 2

Gradation of extracted aggregates from RAP.

50C by seismic modulus testing for the suitability of testing a standard gyratory compacted sample, which is generally too thick to be tted inside a resilient modulus jig. The procedure employs an electric pulse from a 54-kHz transmitting transducer, to determine the travel time of a compression wave. The modulus (E) is calculated with the following equation: L E = t where L= = = t = length, bulk density, Poissons ratio, and travel time of compression waves.
2

(1 + ) (1 2) (1 )

From a thorough study on precision and accuracy, Tandon et al. (8) concluded that the repeatability and reproducibility of the system with multi-user and multi-devices are better than 2% and that the lengthto-diameter ratio does not seem to affect the measured moduli of specimens. A value of 0.4 was used for Poissons ratio during the calculation of seismic moduli, as suggested by Tandon et al. (8). Another set of samples100% RAP, 100% RAP plus 2.0% Sasobit H8, and 100% RAP plus 0.5% Advera zeolitewas also prepared with gyration height-control mode to achieve the same BSG. These samples were also tested for seismic modulus to further investigate the inuence of density on stiffness. The lower and upper testing temperatures0C and 50Cfor seismic modulus were selected on the basis of in-place data obtained

from a Maine DOT instrumented test section (9). Samples were conditioned for 12 h in incubators to attain temperatures of 0C or 50C. After the seismic modulus test at 0C, each sample was returned to the incubator for another hour to restore the conditioned temperature. Then each sample was tested for its indirect tensile strength at 0C. Although WMA technologies offer benefits such as reducing greenhouse gas emissions and reducing energy consumption, their ability to improve workability and better compaction through lowering viscosity is probably the real thrust for HMA producers to adopt WMA technologies (10). As such, workability of different mixes and the inuence of different amounts of WMA additives on workability were investigated. Workability was evaluated with a torque tester fabricated at the Worcester Polytechnic Institute Pavement Research Laboratory. This torque tester was built and evaluated on the basis of previously reported results (11). The validity of the torque tester has been veried by Gudimettla et al. (11). The method consists of determining the torque needed to move a paddle through a mix inside a bucket at different times after mixingthe higher the torque, the lower the workability of the mix, and vice versa. The torque tester consists of a metal bucket and a 34-in. torque wrench xed by a socket extension to an axle stabilized by a double bearing system (shown in Figure 3). Attached to the axle are two metal paddles, the lower one placed at a 45 angle to the axle, and the higher bent 2 in. from the axle. During tests, a batch of 18-kg mix was heated in a 125C oven for 4 h and then placed in the bucket (with the paddle already inside it). When WMA additives were added, the heated RAP was thoroughly mixed with the WMA additive and then transferred to the bucket for measuring torque. The paddle was then rotated one full

154

Transportation Research Record 2126

(a) FIGURE 3 Torque tester: ( a ) view from outside and ( b ) view of metal paddles.

(b)

circle by means of the torque wrench, and this action was repeated three more times. The rst rotation always resulted in a higher torque reading, while the next three rotations showed similar readings. This was repeated at different times after mixing, and the temperature of the mix was noted at each reading. The torque values were also converted to a workability number by multiplying the inverse of the average torque by 1,000.

TEST RESULTS, ANALYSIS, AND DISCUSSIONS Bulk Specic Gravity Average and standard deviation of BSG of the samples from the different mixes are shown in Figure 4. Because of a problem with the mixer, only one sample containing 0.7% Advera zeolite was

FIGURE 4 Average bulk specific gravity of samples of different mixes (Stdev standard deviation; SH8 Sasobit H8).

Tao and Mallick

155

compacted with the same mixing condition as the others. Therefore, no standard deviation value is available for this set. Compared with the control mix, the mixes with Sasobit H8 additive achieved higher BSG. This is largely because of increased workability with the inclusion of Sasobit H8, which is also consistent with the observations from previous studies (3, 4, 7 ). Another trend was that a higher amount of Sasobit H8 yielded a larger increase in BSG. For the mixes with Advera zeolite, when 0.3% concentration was used, BSG was increased compared with that of the control mix. A similar observation was reported in Hurley and Prowells study, in which 0.3% Aspha-Min zeolite was added (12). However, with the further increase in Advera zeolite concentration, BSG was decreased rather than increased. The unexpected trend of decreased BSG may be explained by considering the working mechanism of Advera zeolite: a very ne water vapor is formed when Advera zeolite is added to the heated binder; a volume expansion of the binder is created as a result of the release of water, which results in the formation of asphalt foam; and thus aggregates are coated, and workability is increased (12). However, at higher Advera zeolite concentrations (such as the 0.5% and 0.7% concentrations used in this study), water vapor and the resulted volume expansion may become excessive and actually hinder the compaction of the mixes for the regular gyration mold, especially in mixes with relatively high asphalt contents. To check this hypothesis, three 100% RAP mixes with 0.7% Advera zeolite were also compacted with a specially made gyratory mold with holes (as shown in Figure 5). This mold was originally designed to compact mixes with high uid content. The holes allow the water to escape during the compaction. The BSGs of the samples compacted with this mold are shown in Figure 4. All three samples had higher BSGs compared with those of the samples compacted with the regular gyratory mold without holes. However, the BSG values are still lower than that of the mix with 100% RAP only. It seems that the presence of stiff aged asphalt binder in the RAP prevents complete processing of the zeolite,

FIGURE 5 Slotted mold (with holes of approximately 1 mm in diameter).

such as formation of the foam as would occur in a mix with virgin asphalt binder. This observation is true for a relatively high percentage of zeolite (compared with that used generally). Workability For different mixesthe control, RAP plus 2.0% Sasobit H8, and RAP plus 0.5% Advera zeoliteFigure 6 shows relative workability right after the mixing, and Figure 7 shows relatively workability 60 min after the mixing. Appreciable increase in workability as a result of the addition of Sasobit H8 or Advera zeolite can be noticed from Figure 6, with 2.0% Sasobit H8 outperforming 0.5% Advera zeolite

45 40 35 30 Workability 25 20 15 10 5 0 RAP FIGURE 6 (in./lb)]. RAP+2.0% SH8 RAP+0.5% zeolite

Relative workability of different mixes right after mixing [workability 1,000/torque

156

Transportation Research Record 2126

3.0

2.5

2.0 Workability

1.5

1.0

0.5

0.0 RAP RAP+2.0% SH8 RAP+0.5% zeolite

FIGURE 7 Relative workability of different mixes 60 min after mixing [workability 1,000/torque (in./lb)].

in workability improvement. The workability shown in Figure 6 was the average of three consecutive readings, with its standard deviation superimposed in the gure. When the workability values in Figure 6 were measured, the temperature of the mixes was about 110C because of some heat loss during mixing of the RAP with the WMA additives. The temperature of the mixes dropped below 80C when the workability readings in Figure 7 were taken 60 min after the mixing. Workability readings were also taken in the period between completion of the mixing and 60 min after the mixing, but for the purpose of clarity, only the results taken at 60 min after the mixing are shown here to illustrate the temperature-dependency of the WMA additives effectiveness in workability improvement. The stiffening effect caused by Sasobit H8 or Advera zeolite can also be inferred from the relative workability shown in Figure 7, which was also observed during the cleaning of the mixes from the bucket after torque measurements. The stiffening effect is attributable to the formation of a lattice structure caused by the Sasobit H8, whereas the factor responsible for the stiffening effect in the mixes with Advera zeolite is unknown. No workability of the RAP heated to 150C was tested, given that such a scenario is less likely to be used in any eld application.

Seismic Modulus Figure 8 shows the average seismic moduli of different mixes at different temperatures, with their volumetric data shown in Table 1. The same maximum specific gravity (Gmm) value is assumed for different mixtures on the basis of previous research observations that the addition of the WMA additives had a negligible effect on

Gmm (12, 13). The Gmm value in Table 1 is the average of four Rice specific gravity tests. (Gmb is the BSG that was the average of three replicate test results.) The average seismic modulus values in Table 1 are also based on three replicate tests. As expected, modulus values decreased with the increase in temperature for all the mixes. Compared with the control mix, the mixes with Sasobit H8 had higher modulus values. In addition, higher amounts of Sasobit H8 generally resulted in higher modulus values. These observations are expected, because at temperatures lower than its melting point, Sasobit H8 forms a lattice structure in the asphalt binder that is the basis for the reported increased stiffness of asphalt containing Sasobit (13). For the mixes containing Advera zeolite, their moduli are higher than that of the control mix, but the modulus values seem largely independent of the Advera zeolite amount. Different BSGs (or air voids) were achieved among these mixtures, which have also contributed to the difference in seismic moduli. The standard deviation of seismic moduli is shown in Figure 9. Generally, standard deviations for all the mixes were the lowest at room temperature, and the mixes with WMA additives had lower standard deviation at all three temperature levels compared with those of their control counterparts. Such differences are more pronounced at 0C and 50C. A relatively lower standard deviation associated with the WMA mixes may indicate good uniformity resulting from improved workability. Seismic moduli of the samples compacted by the height-control mode are shown in Figure 10. The seismic moduli for their counterpartswith the same WMA additive concentration but at higher bulk specic gravitywere also included to examine the inuence of BSG (or air void) on seismic modulus. Volumetric data for the mixtures shown in Figure 10 are listed in Table 2, again with the same Gmm

Tao and Mallick

157

20,000 Seismic M @ 0 C 18,000 16,000 14,000 Seismic Modulus (MPa) 12,000 10,000 8,000 6,000 4,000 2,000 0 RAP RAP+1.5% RAP+2.0% RAP+5.0% RAP+0.3% RAP+0.5% RAP+0.7% SH8 SH8 SH8 zeolite zeolite zeolite Seismic M @ 26.7 C Seismic M @ 50 C

FIGURE 8

Average seismic moduli of different mixes at different temperatures (M moduli).

assumed for each of the mixtures. By visual inspection of Figure 10, the following observations can be made: For each pair of mixes (RAP_H versus RAP_L; RAP plus 2.0% SH8_H versus RAP plus 2.0% SH8_L; and RAP plus 0.5% zeolite_H versus RAP plus 0.5% zeolite_L), higher BSG yielded higher seismic modulus. At the same BSG, the addition of WMA additives increased seismic modulus (e.g., RAP_H versus RAP plus 0.5% zeolite_H, both having a BSG of 2.357 but RAP plus 0.5% zeolite_H having a much higher modulus at all three temperatures).

The inuence of BSG on seismic modulus can override the stiffening effect of WMA additives, if the difference in BSG is large enough. For example, RAP_H with Gsb = 2.357 had higher seismic modulus at all three temperatures than those of the mixes with 2.0% Sasobit H8 or 0.5% Advera zeolite but at lower Gsb values.

Indirect Tensile Strength Indirect tensile strength was determined at 0C for the specimens after seismic modulus tests. Compared with the control mix, the mixes with WMA additives achieved larger indirect tensile strength (see Figure 11). However, the increase in indirect tensile strength is not proportional to the WMA additive concentrations. For instance, 2.0% Sasobit H8 and 0.3% Advera zeolite yielded the largest indirect tensile strength among all the mixes.

TABLE 1 Volumetric Mix Design Data for Different Mixtures Sample ID RAP RAP + 1.5% SH8 RAP + 2.0% SH8 RAP + 5.0% SH8 RAP + 0.3% zeolite RAP + 0.5% zeolite RAP + 0.7% zeolite Gmma 2.449 2.449 2.449 2.449 2.449 2.449 2.449 Gmbb 2.357 2.388 2.401 2.418 2.409 2.357 2.361 Air Void (%) 3.7 2.5 2.0 1.3 1.6 3.7 3.6

DISCUSSION OF RESULTS This study conrmed that it is possible to improve workability for 100% RAP by adding Sasobit H8 or Advera zeolite. Because of high ne contents present in the RAP used in this study and a smaller NMAS (9.5 mm), the benet of Sasobit or Advera zeolite in workability improvement may be limited, since it was found from a previous study that the torque tester is sensitive to NMAS (3). In other words, more pronounced workability improvement can be expected for a RAP with less ne contents or a coarser gradation. This suggests the feasibility of using 100% RAP for pavement base courses at least from construction point of view.

a Gmm = maximum specic gravity that was the average of four Rice specic gravity test results. b Gmb = bulk specic gravity that was the average of three replicate test results.

158

Transportation Research Record 2126

1,400 Seismic M @ 0 C Seismic Modulus Standard Deviation (MPa) 1,200 Seismic M @ 26.7 C Seismic M @ 50 C 1,000

800

600

400

200

0 RAP FIGURE 9 RAP+1.5% RAP+2.0% RAP+5.0% RAP+0.3% RAP+0.5% SH8 SH8 SH8 zeolite zeolite

Standard deviation of seismic moduli of different mixes.

18,000 Seismic M @ 0 C 16,000 Seismic M @ 26.7 C Seismic M @ 50 C

14,000

Seismic Modulus (MPa)

12,000

10,000

8,000

6,000

4,000

2,000

0 RAP_H RAP_L RAP+2.0% SH8_H RAP+2.0% SH8_L RAP+5.0% zeolite_H RAP+0.5% zeolite_L

FIGURE 10 Average seismic moduli of different mixes with different BSGs at different temperatures (H high BSG; L low BSG).

Tao and Mallick

159

TABLE 2 Volumetric Mix Design Data for Different Mixtures Sample ID RAP_H RAP_L RAP + 2.0% SH8_H RAP + 2.0% SH8_L RAP + 0.5% zeolite_H RAP + 0.5% zeolite_L Gmm 2.449 2.449 2.449 2.449 2.449 2.449 Gmb 2.357 2.224 2.401 2.247 2.357 2.239 Air Void (%) 3.8 9.2 2.0 8.2 3.8 8.6

The addition of the WMA additives has an appreciable impact on density of the mix. While the inuence of different Sasobit concentrations on BSG is consistent and denite, the inuence of different Advera zeolite concentrations on BSG of the mixes needs further study. Compaction in a slotted mold denitely improves the density of mixes with zeolites, but the interaction of the aged and stiff asphalt binder with zeolite could be a signicant factor in compaction of RAP mixes containing relatively high amounts of zeolite.

2. The addition of Sasobit H8 or Advera zeolite helps in lowering the viscosity of the 100% RAP, thus improving workability at temperatures as low as 110C. Nevertheless, it is most likely that both Sasobit H8 and Advera zeolite have a stiffening effect at low temperatures. 3. Such a stiffening effect resulted in higher values of seismic modulus and indirect tensile strength, while its impact on other engineering properties, such as moisture susceptibility and resistance against low temperature cracking, remains to be investigated. 4. Besides the stiffening effect of the WMA additives, BSG also has an important impact on seismic modulus. This impact can even override the effect of WMA additive, if the difference in BSG is signicant. 5. The inclusion of Sasobit H8 or Advera zeolite has an appreciable inuence on density of HMA containing 100% RAP. Although adding Sasobit H8 caused the BSG to increase proportionally to the Sasobit H8 concentration, the relationship between BSG and Advera zeolite concentration remains to be further studied. A slotted mold is suggested when a high RAP content mix is used with relatively high zeolite content. 6. The long-term performance of 100% RAP HMA modied with Sasobit H8 or Advera zeolite needs more research. Proper laboratory mixing and compaction methods need to be investigated for accurate evaluation of mixes containing zeolites.

CONCLUSIONS Some specific conclusions drawn from this study include the following: 1. It is feasible to build a 100% RAP HMA base course with the aid of Sasobit H8 or Advera zeolite from the construction point of view with the improved workability measured from the torque tester. ACKNOWLEDGMENTS The authors thank Karen OSullivan and Don Pellegrino for their generous help during this study, and John Shaw of Sasol Wax Americas, Inc., Annette Smith of PQ Corporation; and Ron Tardiff of Aggregate Industries for providing the materials.

5.0 4.5 4.0 Indirect tensile strength (MPa) 3.5 3.0 2.5 2.0 1.5 1.0 0.5 0.0 RAP RAP+1.5% SH8 RAP+2.0% SH8 RAP+5.0% SH8 RAP+0.3% zeolite RAP+0.5% zeolite RAP+0.7% zeolite

FIGURE 11

Indirect tensile strength of different mixes at 0 C.

160

Transportation Research Record 2126

REFERENCES
1. Brown, D. C. Recycling Gets Hot. Public Works Online, March 1, 2007. www.pwmag.com/industry-news-print.asp?sectionID=772&article ID=456553. Accessed July 2008. 2. Turner-Fairbanks Highway Research Center. www.tfhrc.gov/hnr20/ recycle/waste/rap132.htm. Accessed January 2008. 3. Mallick, R. B., J. E. Bradley, and R. L. Bradbury. Evaluation of Heated Reclaimed Asphalt Pavement Material and Wax-Modied Asphalt for Use in Recycled Hot-Mix Asphalt. In Transportation Research Record: Journal of the Transportation Research Board, No. 1998, Transportation Research Board of the National Academies, Washington, D.C., 2007, pp. 112122. 4. Mallick, R. B., P. S. Kandhal, and R. L. Bradbury. Using Warm-Mix Asphalt Technology to Incorporate High Percentage of Reclaimed Asphalt Pavement Material in Asphalt Mixtures. In Transportation Research Record: Journal of the Transportation Research Board, No. 2051, Transportation Research Board of the National Academies, Washington, D.C., 2008, pp. 7179. 5. Performance Evaluation of High RAP Base Mixture Containing Sasobit. Advanced Asphalt Technologies, LLC, Sterling, Va., 2005. 6. Performance Evaluation of High RAP Surface Mixture Containing Sasobit. Advanced Asphalt Technologies, LLC, Sterling, Va., 2005. 7. Hurley, G., and B. Prowell. Evaluation of Potential Processes for Use in Warm Mix Asphalt. Journal of the Association of Asphalt Paving Technologists, Vol. 75, 2006, pp. 4190.

8. Tandon, V., X. Bai, and S. Nazarian. Impact of Specimen Geometry on Dynamic Modulus Measurement Test Setup. Journal of Materials in Civil Engineering, Vol. 18, No. 4, 2006, pp. 477484. 9. Swett, L., R. B. Mallick, and D. Humphrey. A Study of Temperature and Traffic Load Related Response in Different Layers in an Instrumented Flexible Pavement. International Journal of Pavement Engineering, Vol. 9, No. 5, 2007, pp. 303316. 10. Kristjansdottir, O., S. T. Muench, L. Michael, and G. Burke. Assessing Potential for Warm-Mix Asphalt Technology Adoption. In Transportation Research Record: Journal of the Transportation Research Board, No. 2040, Transportation Research Board of the National Academies, Washington, D.C., 2007, pp. 9199. 11. Gudimettla, J. M. L., A. Cooley, Jr., and E. R. Brown. Workability of Hot Mix Asphalt (HMA). NCAT Report 03-03. National Center for Asphalt Technology, Auburn University, Auburn, Ala., 2003. 12. Hurley, G., and B. Prowell. Evaluation of Aspha-Min Zeolite for Use in Warm Mix Asphalt. NCAT Report 05-04. National Center for Asphalt Technology, Auburn University, Auburn, Ala., 2006. 13. Hurley, G., and B. Prowell. Evaluation of Sasobit for Use in Warm Mix Asphalt, NCAT Report 05-06. National Center for Asphalt Technology, Auburn, AL, 2006.

The Characteristics of Nonbituminous Components of Bituminous Paving Mixtures Committee sponsored publication of this paper.