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Resilient Modulus Behavior of Rubberized

Asphalt Concrete (RAC) Mixtures Containing


Reclaimed Asphalt Pavement (RAP)

Feipeng Xiao* and Serji N. Amirkhanian*

*Clemson University
Department of Civil Engineering
110 Lowry Hall
Clemson, SC 29634
feipenx@clemson.edu
kcdoc@clemson.edu

ABSTRACT:The resilient modulus is the modulus to be used with the elastic theory during any analysis
of a flexible pavement. It is well known that most paving materials (e.g., asphalt pavements) are
not elastic but experience some permanent deformation after each load application. With respect
to the complexity of the rubberized asphalt concrete (RAC) containing reclaimed asphalt
pavement (RAP), the indirect tensile strength (ITS) and resilient modulus evaluation of modified
mixtures are important to understand. The aging of binder containing crumb rubber obviously
alters the visco-elastic and plastic characteristics of the modified mixtures. The deformation of the
mixture under repeated loading, nearly completely recoverable, should also be considered. The
experimental design included the use of two aggregate sources, one rubber type (ambient), four
rubber contents (0%, 5%, 10%, and 15%), one crumb rubber size (-40 mesh [-0.425 mm]), and
four RAP contents (0%, 15%, 25%, and 30%). The findings indicated that an increase in the
rubber content in the modified mixture leads to a decrease in ITS and resilient modulus values
regardless of rubber content, and this increase also improves the aging resistance and increases
the viscous characteristics of the modified binder. However, as RAP content increased, not only
the viscosity and G*sinδ values of the modified binder increased, the ITS and resilient modulus
values of the modified mixtures also increased.

KEYWORDS: Crumb rubber, Resilient Modulus, Rubberized asphalt, RAP, Viscosity, G*sinδ.
2 Road Materials and Pavement Design. Volume X – No. X/2007

1. Introduction

Resilient modulus, an important material property and analogous to the


modulus of elasticity, can be used to predict the response of a material to
repeated impulse or moving loads, such as those imposed by vehicle tires
on a road surface. It is one of many stiffness indicators of mixtures which
can be determined using laboratory testing methods or non-destructive
field tests such as falling weight deflectometer tests through back
calculations (Shalaby et al. 2004). Resilient modulus is determined from a
repeated load test, peak values of stress and recoverable deformation
occurring in the test are used to calculate the resilient elastic constants
even though peak stress and recoverable deformation do not occur at the
same time in a dynamic test of this type (NCHRP 1997). Previous
research indicated that the response of a pavement surface, subbase and
the subgrade, and the correlation between the temperature and resilient
modulus are able to be performed in accordance with various resilient
modulus testing and analysis methods. In general, good relationships
have been found to exist between flexible pavement performance and the
stresses, strains, and displacements calculated by layered pavement
theories using appropriate resilient modulus of that particular pavement
layer (Park and Lytton 2002; Wahhab et al. 2001).
Moreover, the results of these projects also indicated that the
properties of the various materials (e.g., aggregate sources, binder sources,
etc.) used in a pavement affect the resilient modulus and stiffness values
of the mixtures. Especially, in recent years, some special materials such
as crumb rubber are being used to save money, protect the environment,
and extend the life of asphalt pavements. In addition, the utilization of
reclaimed asphalt pavement (RAP) is an acceptable practice in many
countries all over the world. However, the use of RAP containing crumb
rubber has not been investigated in great detail, so it is essential to
explore whether these materials have any effect on the resilient modulus.
In general, previous experience has shown that the use of RAP has proven
to be cost-effective, environmentally sound, and successful in improving
some of the engineering properties of asphalt mixtures (Kandhal 1997;
NCHRP 2001). Crumb rubber has also been used successfully in
Resilient Modulus Behavior of RAC Containing RAP 3

improving the mechanical characteristics of hot mix asphalt (HMA)


mixtures (Bahia and Davies 1994; Airey et al. 2003; Shen et al. 2006;
Xiao et al. 2006). The objective of this research was to investigate the
effects of viscosity, G*sinδ, indirect tensile strength (ITS), resilient
modulus, and their correlations on the performance of various rubberized
asphalt concrete (RAC) containing RAP.

2. Experimental design and procedure

2.1 Materials

In this study, the experimental design included the utilization of two


aggregate sources (aggregates L and C), one rubber type (ambient), four
rubber contents (0%, 5%, 10%, and 15% by weight of the virgin binder),
one crumb rubber size (-40 mesh [-0.425 mm]), two RAP sources (RAPs
L and C), and four RAP contents (0%, 15%, 25%, and 30% by weight of
the modified mixture). The properties of virgin PG 64-22 asphalt binder
and aged binder extracted from RAP, used for preparing samples in this
project, are shown in Table 1. The results indicated that aged binder
extracted from RAP L has the higher viscosity, G*/sinδ values in virgin
and rolling thin film oven (RTFO) aging states, and has a lower G*sinδ
value and a higher stiffness value than that of RAP C in pressure aging
vessel (PAV) aging states.

Table 1 Engineering Properties of Asphalt Binder

Aging Virgin Binder Extracted Binder


Test Properties
States PG64-22 Source L Source C
o
No Viscosity @135 C 0.43 5.98 2.55
Aging G*/sin(δ) @64 oC 1.28 58.54 45.63
RTFO G*/sin(δ) @64 oC 2.81 - 109.78 - 95.30
o
G*sin(δ) @25 C 4074 - 8000 - 11000
o
PAV Stiffness @-12 C 217 267* 294 258* 277
o
m-value @-12 C 0.307 0.262* 0.241 0.271* 0.243
Note: *: Stiffness and m-value results of extracted binders (No RTFO and PAV aging)
4 Road Materials and Pavement Design. Volume X – No. X/2007

The gradations of two aggregate sources are shown in Table 2. The test
results of base engineering properties of two aggregates are shown in
Table 3, where the aggregate C (crushed granite), composed
predominantly of quartz and potassium feldspar, exhibits lower LA
abrasion loss, absorption, and specific gravity values than that of
aggregate L (crushed limestone) composed mainly of calcite. In addition,
aggregate C shows a lower sand equivalent (clay content) and higher
hardness than aggregate L. On the other hand, aggregate C has greater
unit weight, compressive strength, shear strength, and modulus of rupture.
Both of two aggregate sources meet current South Carolina Department
of Transportation (SCDOT) specifications for HMA. Obviously, when
using aggregate source C, these physical properties should be beneficial
in improving the workability of the asphalt mixtures.

Table 2 Gradations of Various Mixtures

Type of Aggregate 12.5 mm 9.5 mm 4.75 mm 2.36 mm 0.60 mm 0.150 mm 0.075 mm


Aggregate Source 1/2" 3/8" #4 #8 #30 #100 #200
#789 stone 100 90 35 6.3 1.4 0.7 0.4
Reg. Scr. L 100 100 99.8 96 60.5 22.3 12
Man. Sand 100 100 99.4 82.5 47.2 7.6 2.3
#789 stone 100 87.5 22.9 4.3 1.5 0.9 0.6
Reg. Scr. C 100 100 100 81.4 45.5 24.2 16.4
Man. Sand 100 100 99.7 75.7 31.7 8.3 3.2
Reg. Scr.: Regular Screenings and Man. Sand: Manufactured Sand

Table 3 Engineering Properties of Aggregate Sources L and C

Agg. LA Abr. Absorption Sand


Specific Gravity Soundness % Loss at 5 Cycles Hardness
Source Loss (%) (%) Equi.
Dry SSD 37.5 to 19.0 19.0 to 9.5 9.5 to 4.75
(bulk) (bulk) (mm) (mm) (mm)
L 51 0.70 2.650 2.660 0.3 0.2 0.3 76 5
C 23 0.50 2.610 2.620 0.2 2.4 1.0 60 6

There were a total of 22 Superpave mix designs conducted. The RAPs


(RAPs L and C) were taken from the same geographical areas as the new
Resilient Modulus Behavior of RAC Containing RAP 5

aggregates (aggregates L and C) to ensure that the aggregates in the RAP


have similar properties to the virgin aggregates. The RAP materials
passed the 12.5 mm (1/2 inch) sieve and retained at the 4.75 mm (No. 4)
sieve was referred to as +4 RAP, while the RAP passed the 4.75 mm (No.
4) sieve was referred to as -4 RAP. These +4 RAP and -4 RAP materials
were heated and blended with the virgin aggregate at the proper mixing
temperatures. The analysis of the binder content and aggregate gradation
of RAPs was separated according to these two types (+4 RAP and -4
RAP). Table 4 shows two aggregate gradations of RAPs and their aged
binder contents (i.e., the aggregate gradation analysis were performed
after removing the binder from each RAP source).

Table 4 Aggregate Gradations and Binder Contents of RAPs

Aggregate Type of 9.5 mm 4.75 mm 2.36 mm 0.60 mm 0.150 mm 0.075 mm Asphalt


Source RAP 3/8" #4 #8 #30 #100 #200 Binder
+4 RAP 97 59 45 30 14 8 4.66%
L
-4 RAP 100 100 88 57 24 14 6.96%
+4 RAP 84 43 33 21 9 5.4 4.46%
C
-4 RAP 100 100 90 56 16 8 5.66%

A nominal maximum size 9.5 mm Superpave mixture was used


for all mix designs. Gradations of the 9.5 mm mixtures are illustrated in
Figure 1. These particular mix designs are used as a primary route surface
course mixes in many states including South Carolina. The 9.5 mm
Superpave volumetric and compaction specifications described in
AASHTO PP 19 and AASHTO T 312 procedures were followed for the
preparation of HMA specimens.
6 Road Materials and Pavement Design. Volume X – No. X/2007

100

90

80

70
Percent Passing (%)

60

50 0% RAP

40 15% RAP
25% RAP
30
30% RAP
20 Lower Range
Upper Range
10

0
0 0.07 0.15 0.6 2.3 4.75 9.5 12.5
0 6 Sieve Size (mm)

Figure 1 Gradations of 9.5 mm mixture

2.2 Experimental Procedure

The aged binders were extracted from the RAP according to AASHTO
TP 2-01 (Standard Test Method for the Quantitative Extraction and
Recovery of Asphalt Binder from Asphalt Mixtures) and ASTM D 5402
(Standard Practice for Recovery of Asphalt from Solution Using the
Rotary Evaporator). A mechanical mixer was used to blend the rubber,
the aged and the virgin binder. The crumb rubber and aged binder were
added to the virgin binder using a reaction time of 30 minutes, a reaction
temperature of 177 C (350 F), and a mixing speed of 700 rpm (Xiao et
al. 2006; Putman 2005). The viscosity values of the modified binders
were obtained in accordance with AASHTO T 316. A rotational
viscometer apparatus is used for viscosity testing at a temperature of
135oC. The modified binders after RTFO and PAV aging were tested.
G*sinδ values, according to AASHTO T 315 that covers the
determination of the dynamic shear modulus and phase angle of asphalt
binder when tested in dynamic (oscillatory) shear using parallel plate test
Resilient Modulus Behavior of RAC Containing RAP 7

geometry at a testing temperature of 25oC and a frequency of


approximately 1.59 Hz, were obtained.
For this study, the optimum binder content (OBC) was defined as the
amount required to achieve 4.0% air voids at a given number of design
gyrations (Ndesign= 75). Six ITS specimens, compacted to 7±1 percentage
air voids, were used to evaluate the moisture susceptibility of various
mixtures according to testing procedures described in AASHTO T283
(Resistance of a Compacted Bituminous Mixture to Moisture Induced
Damage). Four specimens, one for destructive indirect tensile test and
others for repeated loading, were also compacted to 7±1 percentage air
voids and then were employed to perform resilient modulus testing at
three different temperatures (5ºC, 25ºC and 40ºC). All specimens had a
height of 75±1 mm and a diameter of 150±1 mm.
The resilient modulus values for all mixtures were determined based
on AASHTO TP31-96 (Standard Test Method for Determining the
Resilient Modulus of Bituminous Mixtures by Indirect Tension) and
ASTM D 4123 testing procedures (Standard Test Method for Indirect
Tension Test for Resilient Modulus of Bituminous Mixtures). The values
of the resilient modulus determined from these test methods is a measure
of the elastic modulus of the HMA materials recognizing certain
nonlinear characteristics. Resilient modulus value can be used with
structural response analysis models to calculate the pavement structural
response to wheel loads, and with pavement design procedures to design
the pavement structure. During testing process, the indirect tensile testing
mode produces a highly nonlinear stress field with the least variability at
the center of the sample, and linear variable differential transducers
(LVDT) were used to measure the response, as shown in Figure 2. A
frequency of 1Hz was used in this study.
8 Road Materials and Pavement Design. Volume X – No. X/2007

Pulse Load

Mixture
Specimen

LVDTs

Pulse Load

(a)
Stess

Strain
(b)

Figure 2 Resilient testing of the mixture (a) indirect tension testing; (b) relationship of
stress and strain during pulse loading
Resilient Modulus Behavior of RAC Containing RAP 9

3. Experimental results and discussions

Results of the viscosity, G*sinδ, ITS, and resilient modulus values


were statistically analyzed with a 5% level of significance. An analysis
of variance (ANOVA) was performed to statistically analyze the data. For
these comparisons, it should be noted that all specimens were produced at
OBC.
Figure 3 indicates that viscosity values of the modified binders,
composed of two aged binders (L and C) and crumb rubber, increased as
the percentage of crumb rubber increased regardless of the RAP type (L
and C). For the modified binders, containing the same percentage of
crumb rubber, as expected increasing the percentage of aged binder also
resulted in an increase in viscosity of the binder. The same trends are
observed for all mixtures regardless of the source of aged binders (L or C).
However, the statistical analysis indicated that, in most cases, the
modified binder used with RAP C has a significantly lower viscosity
value than one used with RAP L at the 95% level of confidence.
Figure 4 shows the G*sinδ (fatigue cracking factor) values of the
binders made with crumb rubber containing aged binder. This figure
shows that, for the same percentage of crumb rubber, as the aged binder
content increases, the G*sinδ value also increases regardless of the RAP
type (L or C). The statistical analysis shows that the addition of crumb
rubber significantly decreases these values. In other words, the increase of
crumb rubber percentage decreases the G*sinδ values of modified binders.
Previous studies also indicated that additional crumb rubber could
significantly slower the aging behavior of asphalt binder due to the
absorption of some of the lighter fractions (aromatic oils) of the binder by
the crumb rubber particles (Bahia and Davis 1994; Airey et al. 2004; Xiao
et al. 2006). In general, the crumb rubber is beneficial in improving the
fatigue resistance and extending the performance life of the asphalt binder
(Xiao 2006). Superpave mix design has a specification requirement for
the G*sinδ (less than 5000 kPa: bold dash horizontal line on the figure).
In general, low values of G* and  are considered desirable attributes
from the standpoint of resistance to fatigue cracking. Thus, the Superpave
10 Road Materials and Pavement Design. Volume X – No. X/2007

specifications promote the use of compliant, elastic binders (PAV aged)


to address fatigue cracking. If the loss modulus value is greater than 5000
kPa, the fatigue cracking of the asphalt pavement occurs easily at the
room temperature (i.e., 25oC).
3500
0%RAP L: Aggregate L
3000 15%RAP(L) C: Aggregate C
25%RAP(L)
2500 30%RAP(L)
Viscosity (cP)

15%RAP(C)
2000 25%RAP(C)
30%RAP(C)
1500
1000

500
0
0% 5% 10% 15%
Percentage of Rubber

Figure 3 Viscosity values of the modified binder


8
0%RAPl 15%RAP(L) 25%RAP(L) 30%RAP(L) L: Aggregate L
7 15%RAP(C) 25%RAP(C) 30%RAP(C) C: Aggregate C

6
G*Sin() MPa

5
4
3
2
1
0
0% 5% 10% 15%
Percentage of Rubber
Figure 4 G*sinδ Values of the modified binder
Resilient Modulus Behavior of RAC Containing RAP 11

The optimum binder contents (OBCs) and %VMA for mix designs
with various percentages of RAP, rubber, and RAP types are shown in
Table 5. It can be seen that the OBCs of the mixtures decreased slightly
(Table 5(a)), as expected, as the percentage of RAP increased. The OBCs
of the modified mixtures containing aggregate L are found to be slightly
higher than mixtures used aggregate C at the same percentage of RAP.
The addition of RAP is helpful in decreasing the virgin asphalt binder and
aggregate contents. As shown in Table 5(b), VMA values of mixtures
also increase as the rubber content increases, however, the increase of
RAP content results in a decrease in VMA. Generally, these VMA values
are greater than 15.5%, a minimum requirement of SCDOT, only the
mixtures made with 30% RAP containing 0% or 5% rubber have the
VMA values of less than 15.5%. Obviously, additional crumb rubber can
increase VMA values of the modified mixtures while RAP has the
opposite effects.

Table 5 (a) Optimum binder content and (b) VMA of the modified Mixtures
(a)
Rub Aggregate L Aggregate C
RAP 0% 5% 10% 15% 0% 10%
0% 5.40 5.60 5.85 6.35 5.00 5.75
15% 5.25 5.45 5.75 5.90 5.10 5.53
25% 4.70 5.02 5.08 5.65 - -
30% 4.82 4.59 5.12 5.25 4.85 5.10

(b)
Rub Aggregate L Aggregate C
RAP 0% 5% 10% 15% 0% 10%
0% 16.6 16.7 17.2 18.3 15.7 16.9
15% 16.0 16.5 17.0 17.2 15.1 16.6
25% 14.7 15.5 15.7 16.9 - -
30% 15.1 15.4 15.7 16.1 15.2 15.5
Note: - = not available
12 Road Materials and Pavement Design. Volume X – No. X/2007

The ITS test is often used to evaluate the moisture susceptibility of an


asphalt mixture in Superpave mix design procedures, and also sometimes
used to help evaluate cracking potential of an asphalt mixture. The
mixtures that are able to tolerate high strain prior to failure are more
likely to resist cracking than those unable to tolerate high strains. One of
the issues involved with moisture susceptibility of asphalt mixtures is
known as stripping which produces a loss of strength through weakening
the bond between the asphalt binder and the aggregate. The loss of
strength can be sudden and catastrophic where the asphalt peels off the
aggregate, the cohesion of the mixture is lost, and distresses develop
rapidly. There is a gradual loss of strength over a period of years which
contribute to the development of many distresses including rutting and
shoving in the wheel paths. The use of the anti-stripping additive is
helpful in reducing the moisture damage during a long term performance
of the asphalt pavement if the mixtures are susceptible to moisture
damage.
With respect to the effect of RAP percentage, Figures 5 and 6 show
that, in general, the increase of RAP content, from 0 to 30%, leads to an
increase of ITS values at the same percentages of rubber. With respect to
the effect of rubber content, it can be seen that the increase of rubber
content results in the decrease of ITS values at the same percentage of
RAP regardless of moisture conditioning type (dry or wet).
At the same time, these figures show that, in most cases, the ITS
values of dry specimen is higher than the wet; moreover, the tensile
strength ratio (TSR), shown in Table 6, of various mixtures were higher
than 85% (which is SCDOT‟s specifications).
Resilient Modulus Behavior of RAC Containing RAP 13

1800
Control 15%RAP 25%RAP 30%RAP
ITS Values (kPa)

1200

600

0
Dry Wet Dry Wet Dry Wet Dry Wet

0% 5% 10% 15%
Percentage of Rubber

Figure 5 ITS values of the modified mixture used RAP L

1800
0%RAP 15%RAP 30%RAP
ITS Values (kPa)

1200

600

0
Dry Wet Dry Wet

0% 10%
Percentage of Rubber

Figure 6 ITS values of the modified mixture used RAP C


14 Road Materials and Pavement Design. Volume X – No. X/2007

Table 6 Tensile strength ratios of the modified mixtures

Rub Aggregate L Aggregate C


RAP 0% 5% 10% 15% 0% 10%
0% 86 97 85 78 102 96
15% 86 102 96 76 104 103
25% 88 92 93 90 - -
30% 94 100 100 90 93 93
Note: - = not available

In the indirect repeated load testing, the resilient modulus is


determined using the recoverable horizontal and vertical deformations
that occur during the unloading portion of the load-unload cycle. The test
is normally performed over a range of temperatures and stresses to
simulate moving vehicles over a pavement structure (e.g., surface,
subbase, and subgrade) during the service life of the asphalt pavement.
Previous research indicated that several factors influence the response of
asphalt mixtures under repeated loading. The most important parameters
are materials‟ volumetric properties, test temperature, frequency of
loading, load magnitude, instantaneous and total deformation, load
duration, cycle rest period, and specimen dimensions (Almudaiheem and
Al-Sugair 1991; Kim et al. 1992; and Shalaby et al. 2004).
The resilient modulus of the mixture is computed by Equations 1 and 2
in according with ASTM D 4123.
P (  0.2734 )
MR  (1)
tH
H
  0.359  0.27 (2)
V
Where,
P = the repeated load in Newton;
υ = Poisson ratio;
t = the thickness of specimen in mm;
H = recoverable horizontal deformation in mm; and
V= recoverable vertical deformation in mm.
Resilient Modulus Behavior of RAC Containing RAP 15

In this study, if the calculated Poisson ratio values were found to be less
than “0.10”, then the Poisson ratio was assumed to equal “0.10”. If they
were greater than “0.50”, then Poisson ratio values were assumed to be
equal “0.50”.
The resilient modulus values of the modified mixtures are shown in
Figures 7 and 8. It can be seen that as the temperature increases, the
resilient modulus values significantly decrease regardless of the rubber
and RAP contents, and RAP source types. These figures also show that
the increase of rubber content results in a significant decrease of resilient
modulus values at the similar environmental conditions.
However, as shown in Figures 7 and 8, increasing the RAP content
results in an increase of resilient modulus value generally, regardless of
rubber contents and testing conditions. This increase may be related to the
repeated traffic loads. Comparing the two type of aggregates (L and C), in
most cases, the statistical analysis shows that the modified mixtures made
with aggregate C had significantly higher resilient modulus value than
those made with aggregate L at the same testing conditions.
Previous researchers indicated that the developed equation might be
used to estimate the resilient modulus of asphalt mixes for design
purposes or to estimate a seed value or boundary limit for the back-
calculated resilient modulus in common pavement evaluation techniques
(Hicks and Monismith 1971; Hielmstad and Taciroglu 1998). To develop
the simple regression models for these specific mixtures, the Pearson
correlation of dependent and independent variables of the modified
mixtures are presented in Table 7. It can be seen that, in most cases, all
independent variables are strongly related to dependent variable (resilient
modulus).
16 Road Materials and Pavement Design. Volume X – No. X/2007

60000
0%RAP 15%RAP 25%RAP 30%RAP
Resilient Modulus (MPa)

50000

40000

30000
20000

10000

0
5ºC 25ºC 40ºC 5ºC 25ºC 40ºC 5ºC 25ºC 40ºC 5ºC 25ºC 40ºC

0% 5% 10% 15%
Percentage of Rubber
Figure 7 Resilient modulus values of the modified mixture used RAP L

60000
0%RAP 15%RAP 30%RAP
Resilient Modulus (MPa)

50000
40000

30000
20000
10000
0
5ºC 25ºC 40ºC 5ºC 25ºC 40ºC

0% 10%
Percentage of Rubber

Figure 8 Resilient modulus values of the modified mixture used RAP C


Resilient Modulus Behavior of RAC Containing RAP 17

Table 7 Pearson correlation matrix for the variables of modified mixture

Viscosity G*sinδ
I T S

MR (5ºC) MR (25ºC) MR (40ºC) RP Rb


MR 1.00 1.00 1.00
RP 0.77 0.93 0.89 1.00
Rb -0.54 -0.23 -0.16 0.00 1.00
Viscosity -0.30 -0.01 0.02 0.23 0.93 1.00
G*sinδ
- 0 . 8 7 - 0 . 7 9 - 0 . 7 6 - 0 . 6 1 0 . 6 7 0 . 4 7 1 . 0 0

I T S 0 . 9 0 0 . 9 0 0 . 7 8 0 . 8 0 - 0 . 4 7 - 0 . 2 1 - 0 . 8 4 1 . 0 0

Note: Rp and Rb = percentages of RAP and crumb rubber, respectively

With respect to the relationships among the resilient modulus,


viscosity, G*sinδ and ITS values, the prediction models are developed
according to the following regression method:
M R  A  Bx1  Cx 2  Dx 3  Ex4  Fx5 (3)
Where,
M R = resilient modulus;
A, B, C, D, E, F = regression coefficients; and
x1 , x 2 , x3 , x 4 , x5 = percentage of RAP and rubber, viscosity, G*sinδ
and ITS, respectively.
The analysis results, shown in Table 8, were derived from using
regression techniques where statistical analysis system was used to
analyze the data.
Table 8 Coefficients and R2 values of resilient modulus models

Temp. A B C D E F R2
5ºC 25192.6 27056.2 -39241.4 0.3 -1260.5 7.9 0.94
25ºC 8845.9 22703.7 23028.6 -1.0 -1229.2 3.7 0.97
40ºC 7855.4 9747.1 22131.1 -0.9 -926.6 -0.5 0.95
18 Road Materials and Pavement Design. Volume X – No. X/2007

The predicted and measured values of resilient modulus are shown in


Figure 8. It can be seen that predicted results are close to a perfect match
line regardless of the testing temperature conditions. The resilient
modulus values of the modified mixtures are located in different zones
due to the influence of the temperature. The lower temperature results in a
higher resilient modulus value because of the temperature susceptibility
of the asphalt mixture.
50000
5C 25C 40C
Predicted Resilient Modulus (MPa)

40000

30000

20000

40ºC 5ºC
10000
25ºC

0
0 10000 20000 30000 40000 50000
Measured Resilient Modulus (MPa)
Figure 9 Predicted and measured values of resilient modulus

4. Conclusions
Based on the experimental data shown in this limited study, the
following conclusions are reached:
 The viscosity value increases, as expected, as the rubber or/and
RAP contents increase regardless of RAP sources. The increasing
range of the viscosity value is based on the aged binder properties
and crumb rubber contents.
Resilient Modulus Behavior of RAC Containing RAP 19

 The G*sinδ value increases as the RAP percentages increases,


and the addition of crumb rubber is helpful in reducing G*sinδ
value during a long term aging regardless of the RAP source.
 The use of RAP in modified mixtures benefit in decreasing the
virgin asphalt binder content and increasing the ITS and resilient
modulus values at various environmental conditions. Also, the
additional crumb rubber in a mixture results in an increase in the
virgin asphalt binder content and a decrease in ITS and resilient
modulus values.
 A strong correlation between resilient modulus and percentages
of crumb rubber and RAP, the viscosity, G*sinδ, and ITS value
are found in this study. The predicted and measured resilient
modulus values are very close; therefore, the developed predicted
models could be effectively utilized.

5. Acknowledgement

The authors wish to thank the financial support of South Carolina


Department of Health and Environmental Control (SC DHEC) to conduct
this research work.

6. Bibliography
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Almudaiheem J.A., and Al-Sugair F.H. “Effect of loading magnitude on measured


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Anderson R. M. and Bentsen R. A., “Influence of voids in the mineral aggregate (VMA)
on the mechanical properties of coarse and fine asphalt mixtures,” Journal of the
Association of Asphalt Paving Technologists, V70, p 1-37, 2001
20 Road Materials and Pavement Design. Volume X – No. X/2007

Bahia H.U. and Davis R., “Effect of crumb rubber modifier (CRM) on performance
related properties of asphalt binders,” Journal of the Association of Asphalt Paving
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