THE INFLUENCE OF USING SUSTAINABLE

MATERIALS ON PAVING COST OF AL-KUT-

MAYSAN HIGHWAY USING COST-BENEFIT

ANALYSIS

Sajjad Hashim*

College of Engineering, Al-Nahrain University, Baghdad, Iraq

sajjadhashimm2@gmail.com

Hasan Al-Mosawe

College of Engineering, Al-Nahrain University, Baghdad, Iraq

Reception: 21/11/2022 Acceptance: 20/01/2023 Publication: 08/02/2023

Suggested citation:

H., Sajjad and A., Hasan. (2023). The Inﬂuence of Using Sustainable

Materials on Paving Cost of AL-Kut-Maysan Highway Using Cost-Beneﬁt

Analysis. 3C Empresa. Investigación y pensamiento crítico, 12(1), 463-478.

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ABSTRACT

Paving is regarded as one of the essential layers in the construction of a road since it

directly affects traffic loads and is subject to environmental factors. As a result,

appropriate asphalt mixes that can support the designed traffic loads and

environmental conditions must be developed. From an economic and environmental

aspect, recycling the waste from the old pavement is a good step in this regard. This

paper comprises detailed laboratory work that tested the impact of using different

recycled asphalt pavement (RAP) content in addition to 3% crumb rubber (CR). The

(CR) is used as fine aggregate. The tests were evaluated based on the response of

hot asphalt mixes (HMA). The objectives of this study are to analyze the volumetric or

weight change in hot mix asphalt of the different percentages and then analyse the

costs of Kut-Maysan Road as a case study in case of using the different percentages

of RAP and CR. The results show that the cost analysis of using RAP reduces the

cost of a produced ton of HMA. On the other hand, the use of CR increases the cost

of producing HMA. Using 10% RAP reduces the cost of one ton of HMA by 0.64 $

while using 20% RAP reduces the cost by 1.10 $, and the cost is reduced by 1.41 $

when using 30% RAP. On the other hand, the use of 3% CR with 10% RAP increased

the production cost of one-ton HMA by 1.47 $. While decreased by 0.82 $ with 20%

RAP content and by 0.28 $ with 30% RAP.

KEYWORDS

Sustainable Materials, pavement costs, cost-benefit analysis, Recycled asphalt

pavement, crumb rubber

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PAPER INDEX

ABSTRACT

KEYWORDS

INTRODUCTION

RECYCLED ASPHALT PAVEMENT (RAP) AS A SUSTAINABLE MATERIAL

CRUMB RUBBER (CR) AS A SUSTAINABLE MATERIAL

PAVEMENT STRUCTURAL DESIGN

THE COST-BENEFIT ANALYSIS

STUDY OBJECTIVES

MATERIALS

MINERAL AGGREGATE USED

MINERAL FILLER

ASPHALT CEMENT AC

THE RECYCLED ASPHALT PAVEMENT (RAP)

THE CRUMBED RUBBER (CR)

STUDY METHODOLOGY

MARSHALL SPECIMEN SAMPLING

MARSHALL SPECIMEN MIXING

CASE STUDY

STRUCTURAL DESIGN OF LAYERS USING PCASE APPLICATION

QUANTITIES AND COSTS ANALYSIS

EXPERIMENTAL RESULT

RESULTS OF USING RAP AND CR

DEPTH OF BINDER COURSE CALCULATION

QUANTITIES/COSTS ANALYSIS PROCEDURE

QUANTITIES/ COSTS ANALYSIS

CONCLUSION

REFERENCES

CONFLICT OF INTEREST

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INTRODUCTION

A road pavement in both types (flexible and rigid) is a structure which is made of

multi-layers of processed and compacted materials, which have different thicknesses

due to a special design consideration that is found in both bound and unbound forms.

These forms are forming a structure that has a primary mission that is supporting the

loads applied by vehicles in addition to providing a smooth riding quality [1]. Flexible

pavements are most commonly used [2]. When bituminous material is added to

granular materials to be bounded and then placed over granular layers such as base

and sub-base layers that are supported by a sub-grade layer, this is called a flexible

pavement System. The loads applied by vehicles are distributed with depth after being

absorbed [1]. Paving is regarded as one of the essential layers in the construction of a

road since it primarily affects traffic loads and is exposed to environmental factors.

Asphalt mixtures must therefore be made in a way that is capable to manage the

designed traffic loads and weather conditions. In this light, the process of recycling the

waste of the previous paving is a useful move from an economic and environmental

point of view. reusing recycled paving materials RAP was first used in 1915, but its

extensive use began in 1970 during the Arab oil embargo, which increased the price

of virgin bitumen and was the major reason for the rise in the usage of RAP in

significant amounts [3,4]. RAP is regarded as one of the greatest aggregate choices

for the production of asphalt paving using hot, cold, or warm mixing processes. RAP

can be recycled using plants or on the job site. The previous researches show that

using RAP when making asphalt mixture resulted in superior mechanical qualities

than using the regular mixture.

RECYCLED ASPHALT PAVEMENT (RAP) AS A

SUSTAINABLE MATERIAL

The majority of US institutes state that adding RAP in amounts of 15% or less to

asphalt mixtures does not affect whether bitumen is added., i.e. RAP is regarded as

black rocks, but if its percentage exceeds this limit (15%), the amount of bitumen must

be adjusted, therefore RAP is no longer regarded as a black rock. [4,5]. produced an

asphalt mixture containing 50% of RAP and 50% virgin materials and made a hot

asphalt mixture but added the proportion of bitumen half the calculated percentage

assuming that the RAP contained bitumen to evaluate the performance of asphalt

mixtures containing RAP materials [6]. reported that adding 20% of RAP to the hot

asphalt mixture of the surface layer with the addition of a regeneration agent of 10%

by weight of bitumen resulted in higher rutting resistance than the reference mixture,

as the rutting depth of the mixture containing 20% of RAP was (7.6) mm, while the

rutting depth of the reference mixture was (8.2) mm after (20000) passes which made

the mixture containing RAP had higher resistance to rutting than the reference

mixture. In Iraq, RAP has not been used in road construction or maintenance yet, but

there are laboratory studies from several researchers in Iraq to support the use of

RAP and to get benefit from it applying these research outcomes [7]. used an

advanced technique, Nano-indentation to investigate the level of blending between

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RAP and virgin materials for a mixture incorporating some warm additives such as;

Sasobit, Rediset WMX and Rediset LQ and concluded that RAP cannot be considered

as black rocks even with the inclusion RAP materials up to 40%. Furthermore, a novel

protocol was reported to find a complete blend between RAP and virgin materials [8]

CRUMB RUBBER (CR) AS A SUSTAINABLE MATERIAL

Modifying asphalt pavement materials have been begun many decades ago. The

use of asphalt pavement incorporating rubber first appeared in the 1840s aimed to

test the ability of rubber to make paving surfaces last longer due to its flexibility [12,

13]. Using recycled rubber for tires (crumb rubber CR) in the flexible pavement

enhances asphalt pavement performance, sustainability and cost. In the last decades,

considerable attention has been growing to the use of CR. Several previous studies

have indicated several improvements in the flexible pavement, such improvements

were resistance to pavement rutting, reduced costs of pavement construction and

maintenance, and enhancing the ability of pavement to resist fatigue cracks [14]. CR

is then added to modify the physical and chemical characteristics of asphalt cement

that is utilized to produce pavements containing rubber. There are two methods

adopted to add CR dry process and the wet process. in a comparison of these

methods, the dry method is simpler and more limited than the wet method [13,14].

PAVEMENT STRUCTURAL DESIGN

The method of constructing the most cost-effective mix of pavement layers, taking

into account both type of material and depth to fit the soil foundation and vehicular

load throughout the design phase, is known as pavement design. The design of

pavement constructions might well be carried out with a variety of techniques. One of

the widely authorized design methods is the AASHTO design procedure. The AASHO

design procedure was established as a result of empirical equations that were

developed as a result of the AASHO Road Test, which was conducted in Ottawa,

Illinois, from 1956 to 1960. Experience and experimentation are key components of an

empirical approach. This means that experiment, experience, or a mix of the two are

used to determine the relationship between the input factors and the design

thicknesses. As a result, the AASHTO methodology is limited to the circumstances

and material types used in the AASHO Testing [9].

THE COST-BENEFIT ANALYSIS

The cost analysis was completed by calculating the savings of implementing RAP

in each highway application. It must be recognized that this approach to cost analysis

primarily aims to identify material cost savings. When adding RAP and CR to the mix,

it simply considers the decrease in resources such as aggregate and asphalt cement.

Decreased usage of large quantities of these expensive materials results in savings.

Based on the similarity in these procedures between recycled and virgin materials, the

costs associated with transporting, milling, placing, and compacting are not included

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in this cost analysis. Additionally ignored are social and environmental benefits, whose

worth is hard to quantify and differ between projects [15].

STUDY OBJECTIVES

The objectives of this study can be summarized as follow:

1. To seek out Marshall test response in case of the addition of RAP and CR as an

aggregate replacement in Hot Mix Asphalt HMA.

2. For determining Marshall stability of asphaltic mixes as well flow, and bulk density.

These mixtures are containing three percentages of RAP which are 10%, 20% and

30% then adding 3% CR to these percentages.

3. To estimate the optimum asphalt content by conducting a Marshall Stability test for

virgin mix, 20% RAP-containing mix, and 30% RAP-containing mix.

To analyze the volumetric or weight change in hot mix asphalt of the different

percentages.

5. Cost analysis calculation of Kut-Maysan Road as a case study in case of using the

different percentages of RAP and CR.

MATERIALS

The material used in this research are all available in local areas and are widely

utilized for pavement construction nationally. One asphalt concrete was used in this

study which was a binder course. One type of asphalt binder, one type of aggregate

gradation, and one type of mineral filler were used. The properties of the materials

selected are described in the following subsections.

MINERAL AGGREGATE USED

The mineral aggregate utilized in the tests of this study was natural aggregate

collected from Badra quarries in Wassit Governorate. To fulfil the binder course

degree as expected by the SCRB standards [13].

Table 1. Physical properties of aggregate

Physical properties Specification no. Coarse Aggregate Fine Aggregate

Bulk Specific Gravity ASTM C-127 and

C-128

2.583 2.668

Apparent Specific Gravity ASTM C-127 and

C-128

2.546 2.633

(%) Water Absorption ASTM C-127 and

C-128

0.369 0.48

Los Angelo’s ASTM C 131 13 -

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This aggregate is commonly used for asphaltic mixes in Kut city- Wassit Province in

Iraq. Aggregates in both gradations (fine and coarse) which were used in this work

had been sieved and remixed to the right extent. To assess the physical

characteristics, typical standard tests were conducted on the aggregate. Table 1

above shows the summary of the test results. The results of these tests show that the

aggregate being chosen met the specifications for the SCRB.

MINERAL FILLER

Fine-grained mineral aggregates that are either normally found in the aggregate

system or that are added externally to it make up the mineral filler utilized in asphalt

mixes. The percentage of aggregates that pass through a 0.075 mm sieve is a

common definition for it. The filler utilized herein stands for Portland cement produced

from Crista Factory in north Iraq. The characteristics of filler are illustrated in Table 2

below which shows that all results are acceptable and dependable

Table 2. Physical characteristics of the filler

ASPHALT CEMENT AC

In this work, penetration of (40-50 mm) asphalt cement grade was utilized. Which

was brought from the refinery that lies in Al-Duarah, southern side of Baghdad, with

PG (64-16). The physical properties of this asphalt cement are described in Table 3

below. The results show that the physical properties of asphalt cement used met the

requirements of the specification.

Table 3. Physical characteristics of asphalt cement AC

THE RECYCLED ASPHALT PAVEMENT (RAP)

The recycled (or reclaimed) asphalt pavement (RAP) that was utilized in the study

was excavated from a road lying in Al-Kut city, Wassit Province in Iraq. RAP used was

Property Result

Specific gravity 3.14

Per cent passed No.200 sieve (0.075mm) 100%

Test Standard Unit Result Specification

Requirement

Penetration of bitumen At 25˚C,100

gm,5 sec. (0.1mm).

ASTM D 5-06 1/10mm 44.6 40-50

Ductility of bitumen at 25˚C, 5cm/

min, (cm).

ASTM D 113-07 (cm) 108 ≥100

Flash Point (Cleveland open cup) ASTM D 92-05 (˚C) 280 ≥230

Bitumen’s specific gravity (25 ˚C). ASTM D 70-08 ---- 1.02 ----

Softening Point ---- (˚C) 48 Not Limited

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15 years in service which claimed from different layers of pavement (service layer,

binder layer, and base layer). The RAP was also sieved and recombined in the right

proportion of gradation for the binder layer. The graduated recycled asphalt pavement

was added to the asphalt mixture with (10%, 20%, and 30%) percentages.

THE CRUMBED RUBBER (CR)

One of the sustainable materials used in the study is the polymer, represented by

crumbed rubber of cars’ tires as waste materials, which was brought from a hashing

factory in Al-Diwanyeh town in Iraq. The crumbed rubber was used as a 3%

replacement from 2.36 mm and 300 µm. of fine aggregate gradation which will be

referred to later as 3% CR. This replacement is used as a combination addition with

the 10%, 20%, and 30% RAP as a virgin aggregate replacement. Table 4 Below

shows the physical properties of the crumb rubber used.

Table 4. Physical characteristics CR used.

STUDY METHODOLOGY

The study methodology can be summarized in 4 states as follows:

1. Specimens of the virgin mix and recycled mixtures were prepared depending on the

Marshall mix design method (ASTM D1559). 15 samples were prepared for the

virgin mix with 100% virgin aggregate using (4%, 4.3%, 4.6%, 4.9%, and 5.2%)

asphalt cement per cent for every 3 samples. Then the optimum binder content

OBC was determined. The same procedure was followed for mixtures containing

20% RAP, and 30% RAP. Then the Marshall test was conducted for 3 samples of

mixtures mixed with the OBC for comparison.

Calculation of the depth of binder course for a segment of 6 km. of Kut-Missan

highway as a case study.

Calculation of asphalt concrete materials quantities to be used in Kut-Missan

highway as a case study.

4. Cost analysis of the materials used

Property Result

Colour black

Moisture content (%) < 0.75

Textile Content < 0.65

Max. Density ; C.N.R UNI-1, ASTM C128, UNE

12597-5:2009

(%Ø0.4-2.36mm ; %Ø2.36-4.75mm )

Max. specific gravity for rubber (gm/cm3) 1.16

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MARSHALL SPECIMEN SAMPLING

After washing the aggregate it was dried in the oven at 110 Cº for 24 hours for

wiping moisture content as it may increase falsely the weight of aggregate.

2. Sieving the aggregate and distributing it as binder course gradation as it separated

into groups as retained on each of the following sieves (25 mm, 19 mm, 12.5 mm,

9.5 mm, 4.75 mm, 2.36 mm, 300 am, 75 µm, and pan) using dry sieve analysis.

Weigh of aggregate retained on the pan has been replaced with mineral filler

(Portland cement).

4. Each sample of Marshall specimen is weighing 1200 gm. Which means that 3600

gm. For every 3 samples, An addition of 2000 gm. aggregate was added to conduct

volume-specific gravity (Gmm).

5. This procedure was used to determine the O.B.C. for the control specimen, 20%

RAP and 30% RAP. Then depending on the result of this step the OBC that has

been determined has been used for the virgin mix and mix with 10% RAP.

MARSHALL SPECIMEN MIXING

Marshall Tests were conducted to calculate the volumetric properties of mixes. The

volumetric properties included mass/bulk density, sample air voids (AV), voids filled

with bitumen (VFB), Marshall Stability, and flow. The Optimum asphalt content (OBC)

for the reference mix and RAP were settled from the plots of stability, AV, VFA, flow,

density, and VMA. The bulk specific gravity of every sample was entirely settled by

test techniques D2726, D1188, or D6752.

CASE STUDY

The case study of this research was a highway that lies in Kut city, Wassit province

of Iraq, which is a highway that is supposed to be reconstructed due to a huge failure

in serviceability. The highway information is listed in table 5 below:

Table 5. AL-Kut-Maysan Highway information

property information

Location information

Lies in Wassit Province and it is considered as Al-Kut city entrance

from Maysan Province

Coordinates of the centre line N 576723 E 358049

N 584771 E 3603902

length 10 km

Number of lanes 3 per direction

Length width 3.75

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STRUCTURAL DESIGN OF LAYERS USING PCASE

APPLICATION

PCASE is mandated for all vehicle types operating from outside the United States

and its territories and possessions, as well as for highways and parking lots. Anyone

can utilize PCASE, which is a computer software designed by the Engineer Research

and Development Center (ERDC) of the United States Army Corps of Engineers

(USACE). The criteria for compaction and pavement thickness may be determined

using PCASE. This program was used to calculate the thickness of the binder course

asphaltic concrete layer. (CODE,2016)

QUANTITIES AND COSTS ANALYSIS

After the determination of the depth of the binder course, the quantities required for

preparing asphalt concrete that was required to surface the highway were calculated

depending on the volumetric analysis and on the properties of asphalt concrete

individuals that are conducted practically in the laboratory. The cost of individual

materials was adopted depending on local prices (according to the local Government

and Al-Kut Municipality) but converted to American dollars. Cost analysis of different

layers was calculated depending on (NAPA, 2007)

EXPERIMENTAL RESULT

RESULTS OF USING RAP AND CR

The result of using RAP and CR after conducting the optimum binder content OBC

is shown in Table 6 below:

Table 6. Effect of RAP on Marshall characteristics

The result shows that Marshall stability continued to increase with any addition of

RAP while decreasing slightly with the addition of CR, the same response appeared in

percentages of voids filled with asphalt VFA% and voids in mineral aggregate VMA%.

Sample OBC

(%)

Stability

(kN)

Flow

(mm)

Density

(gm/cm3)

AV% VFA % VMA %

Virgin 4.55 11.28 3.305 2.329 3.741 68.92 12.04

10 % RAP 4.55 18.03 2.197 2.327 3.653 70 12.14

RAP+CR 4.55 17.467 2.623 2.324 3.705 69.69 12.22

20 % RAP 4.336 18.65 2.143 2.297 3.367 74.62 13.27

RAP+CR 4.336 14.733 2.343 2.275 4.401 68.75 14.08

30 % RAP 4.167 19.53 3.087 2.304 3.212 75.32 13.02

RAP+CR 4.167 16.033 3.267 2.278 4.573 67.22 13.95

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The value of density, air voids and flow decreased dramatically when using RAP

concerning the virgin mix while increasing with the addition of CR.

DEPTH OF BINDER COURSE CALCULATION

According to the relationship between Marshall stability and resilient modulus of

asphaltic mixtures that are found in AASHTO the following equation can be derived for

values exceeding those in the chart:

When Mr: Resilient Modulus

The Mr. values were converted to (Mpa.) as a requirement for PCASE application

entries. The other entries are shown in table 7 below as the information was taken

from Al-Kut Municipality as a formal reference.

Table 7. PCASE application entries

The calculation of depth using the virgin mix gave the following results which are

shown in Table 8:

Table 8. depth calculation of binder course layer for the virgin mix

Mr(psi) = MarshallStabilityin(Kg)×483

Category PCASE entry

PCASE Version: 24-08-2022 7.0.4

Design Name: Binder

Layer Model Name: Binder Course

Drainage Station: Not selected

Frost Station: Not selected

Pavement Use: Roadway

Design Type: Flexible

Traffic Area: Road Areas

Analysis Type: LED

Wander Width (mm): 847

Layer Type Material Type Analysis Thickness

(mm)

Modulus

(MPa)

Poisson's

Ratio

Bond

Asphalt

Concrete

Asphalt Cement Compute 197 3830.49 0.35 Fully

Bonded

Subbase Unbound

Aggregate

Manual 300 107 0.35 Fully

Bonded

Natural

Subgrade

Cohesionless

Cut

Manual 102 42 0.4 Fully

Bonded

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QUANTITIES/COSTS ANALYSIS PROCEDURE

The quantities and costs related that are required for the 10 km of Al-Kut Maysan

highway were determined depending on the following procedure :

1. The volume needed to be filled is calculated by the equation below

2. The mass of the mix is calculated in the equation below

3. The mass of materials has been distributed by multiplying the weight per cent of

individual material by the whole mass of the mix in step 2.

4. The cost of individual materials has been calculated according to the cost of unit

mass or unit volume depending on local agencies' prices.

5. Calculating the approximate reduction in the cost of using RAP in Hot Mix Asphalt is

explained in table 9 below:

Table 9. the approximate reduction in the cost of using RAP equations (NAPA, 2007)

Volume(m3)= length(m)×(lanewidth×numberoflanes)×depthoflayer(m)

ass(ton) =

Volume(m3)×specimendensity(kg/m3)

1000

A$/ton

B$/ton

C$/ton

DTotal Gross Savings per ton of Hot Mix (Add A + B + C ) $/ton

E $/ton

F$/ton

Less Acquisition Cost of RAP and CR (includes Trucking Cost):

(

LessAcq . CostofRAP + Acq . Cost

ton

()x%ofRAPinHotMix()

)

(

LessAcq . CostofCR + Acq . Cost

ton

()x%ofCRinHotMix()

)

Savings from Coarse Aggregate:

(

NewCoarseAgg .

ton

()x%CoarseAgg . inMix()x%RAPinMix()

)

(

NewCoarseAgg .

ton

()x%CoarseAgg . inMix()x%CRinMix()

)

Savings from Asphalt Cement:

NewAC$/ton()xAC%inMix()x%ofRAPinMix()

Savings from Fine Aggregate:

(

NewFineAgg .

ton

()x%FineAgg . inMix()x%ofRAPinMix()

)

(

NewFineAgg .

ton

()x%FineAgg . inMix()xofCRinMix()

)

Less Additional Processing/Crushing of RAP and CR :

(

LessAdd . ProcessingofRAP + ProcessCost

ton

()x%ofRAPinHotMix()

)

LessAdd . ProcessingofCR + ProcessCost

ton

()x%ofCRinHotMix()

)

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QUANTITIES/ COSTS ANALYSIS

The results show quantities to be used in the project for any alternative of (virgin

mix, 10% RAP, 10% RAP and 3% CR, 20% RAP, 20% RAP and 3% CR, 30% RAP or

30% RAP and 3% CR) are shown in the table below:

Table 10. quantities distribution of materials of the mixtures

The prices of materials in asphalt mixture in American dollars are shown in the

table below:-

Table 11. prices of materials in asphalt mixture

Depending on the prices in table 12 above the cost of every individual material can

be calculated by the following equation.

the results are shown in Table 13 below:

G$/ton

HNet Savings per ton of Hot Mix Asphalt (D less E, F & G) $/ton

Less any Additional Miscellaneous Costs of RAP and CR :

(

Misc . CostofRAP + Misce . Cost

ton

()x%ofRAPinHotMix()

)

(

Misce . CostofCR + Misce . Cost

ton

()x%ofCRinHotMix()

)

mix Mass of

mix

(ton)

Coarse

aggregate

(ton)

Fine

aggregate

(ton)

Filler

(ton)

RAP

(ton)

Asphalt

Cement

(ton)

Virgin 103255.09 49355.93 43470.39 5926.84 0.00 0.00 10579.52

10 % RAP 103135.41 44390.00 39064.19 5919.97 9272.80 0.00 10547.86

RAP+CR 103037.90 44348.03 38016.14 5914.38 9264.03 1011.11 10537.89

20 % RAP 101814.53 39043.53 34349.98 5844.15 18345.65 0.00 9943.34

RAP+CR 100852.67 38664.60 33154.00 5788.94 18172.34 881.55 9849.40

30 % RAP 102107.07 34307.87 30201.13 5860.95 27642.32 0.00 9598.78

RAP+CR 101007.81 33938.52 29092.07 5797.85 27344.73 773.82 9495.45

Material Price $ / ton

Coarse aggregate 6.06

Fine aggregate 3.85

filler 72

RAP 1.25

CR 175

Asphalt Cement 308

costofmaterial($) = weighofindividualmaterial(ton)xPrice($/ton)

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Table 12. The cost of every individual material used in the asphalt mixtures is shown in the

table below

Now we can calculate the approximate reduction in costs of using RAP by using

equations in table 10 and the procedure is shown in table 14 below:

Table 13. the approximate reduction in costs when using RAP and

As it is clear from table 13 above the use of RAP reduces the cost of a produced

ton of HMA. As the use of 10% RAP reduces the cost 0.64 $ per ton. And any

increase in RAP content will decrease the cost of a produced ton of HMA as it is

reduced by 1.10 $ per ton when using 20% RAP and reduced by 1.41 $ per ton when

using 30% RAP. The reverse effect of using RAP is shown by using CR as using CR

increased the cost of producing one ton of HMA by 1.47 $ then reduces to 0.82 $

when using 20% RAP with it and to 0.28 $ when using 30% RAP with it. This

reduction is due to the increase in RAP content not for using CR itself.

mix Coarse

aggregate/

Fine

aggregate/

Filler/$ RAP/$ CR Asphalt

Cement/$

Sum/$

Virgin 299126.86 167301.06 426732.6

0.00 0.00 1386591.9

2279752.4

10 % RAP 269030.28 150343.25 426238.0

11591.0

0.00 1382443.5

2239646.0

RAP+CR 268775.91 146309.71 425835.0

11580.0

176944.4

1381136.4

2410581.5

20 % RAP 236627.45 132200.05 420779.0

22932.0

0.00 1303212.0

2115750.7

RAP+CR 234330.88 127597.20 416803.9

22715.4

154271.8

1290900.4

2246619.7

30 % RAP 207926.51 116232.69 421988.1

34552.9

0.00 1258053.4

2038753.6

RAP+CR 205688.02 111964.34 417445.0

34180.9

135418.6

1244509.5

2149206.5

10 %

RAP

RAP &

20 %

RAP

RAP &

30 %

RAP

RAP &

Savings from Asphalt Cement: 1.21 1.21 2.31 2.31 3.34 3.34

Savings from Fine Aggregate: 0.13 0.13 0.23 0.23 0.31 0.31

Savings from Coarse Aggregate: 0.23 0.23 0.42 0.42 0.55 0.55

Total Gross Savings per ton of Hot

Mix

1.57 1.57 2.96 2.96 4.20 4.20

Less Acquisition Cost of RAP/CR 0.54 0.55 1.08 1.10 1.62 1.64

Less Additional Processing/

Crushing

0.25 1.92 0.5 2.02 0.76 2.08

Less any Additional Miscellaneous

Cost:

0.13 0.58 0.27 0.66 0.41 0.75

Net Savings per ton of Hot Mix

Asphalt

0.64 -1.47 1.10 -0.82 1.41 -0.28

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CONCLUSION

Finally, we can conclude the following:-

The results of laboratory testing for the physical characteristics of mixtures show

that the materials’ properties utilized in this study all met the required specification.

From the Marshall Test result, the OBC for the virgin mix is 4.55%, RAP 20 is

4.336%, and RAP 30 is 4.167%. The OBC for mixtures with RAP dropped as the

content of RAP was raised, which is due to the effect of the remaining asphalt in the

RAP.

The use of RAP and CR results had better performance in Marshall Stability.

Compared to the virgin aggregate mix, CR increased AV and RAP decreased it.

VFA dramatically raised with RAP, but CR reduced the VFA as it increased AV.

4) The cost analysis shows that the use of RAP reduces the cost of a produced ton of

HMA. And the reverse effect of using RAP is shown by using CR as using CR

increased the cost of producing one ton of HMA.

5) Using 10% RAP reduces the cost of one ton of HMA to 0.64 $ while using 20% RAP

reduces the cost to 1.10 $, and the cost is reduced to 1.41 $ when using 30% RAP.

6) Using 3% CR with 10% RAP increased the production cost of one-ton HMA up to

1.47 $. While decreased to 0.82 $ with 20% RAP content and to 0.28 $ with 30%

R A P.

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CONFLICT OF INTEREST

The authors declare that the research was conducted in the absence of any

commercial or financial relationships that could be construed as a potential conflict of

interest.

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