effect of using recycled waste concrete ... total mix were mixed with pure crushed aggregates and...
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International Journal of Civil Engineering and Technology (IJCIET) Volume 9, Issue 4, April 2018, pp. 697–709, Article ID: IJCIET_09_04_078
Available online at http://www.iaeme.com/ijciet/issues.asp?JType=IJCIET&VType=9&IType=4
ISSN Print: 0976-6308 and ISSN Online: 0976-6316
© IAEME Publication Scopus Indexed
EFFECT OF USING RECYCLED WASTE
CONCRETE MATERIALS ON RUTTING
BEHAVIOR OF HMA
Dr. Mohammed A. Mahmoud
Asst. Professor, Building and Construction Engineering Department,
University of Technology, Baghdad-Iraq
Dr. Ammar A. Shubber
Lecture, Building and Construction Engineering Department,
University of Technology, Baghdad-Iraq
Aqeel Raheem Jabur
Chief Eng in civil Engineering Department,
College of Engineering Al-Mustansiriya University, Baghdad- Iraq
ABSTRACT
Demolishing and construction waste materials create from buildings debris cause
an environmental and economical problems in developing countries. The current study
represents a practical research about feasibility of utilizing recycled concrete
aggregate(RCA) in the binder course of hot mix asphalt (HMA) as a partial substitute
of coarse and fine aggregate . The engineering properties of HMA mixtures containing
RCA have been assessed for changing the percentages of binders based on the
superpave mix design method. In this study local available materials after recycle are
used including penetration grade of asphalt binder of (40 -50), aggregate gradation a
maximum sizes of (19 mm) and filler (cement). Atotal (160) sample containing RCA with
nine different percentages ( 0 ,10 , 20, 30, 40 , 50 , 60 , 70 and 80 ) % from the weight
of total mix were mixed with pure crushed aggregates and compacted using superpave
mix design method to produce HMA specimen to find the optimum asphalt content for
these ratios. A (32) asphalt concrete slab sample for rutting test has been prepared by
Wheel Roller Compactor (WRC) and tested at two levels of temperatures (40-60)ºc.
After determining the Optimal asphalt content (OPT) for ratio used, rutting
performance is evaluated using Wheel Tracking test. The results showed that recycled
aggregates enhanced rutting resistance (especially for mixture with 50% RCA) at the
higher temperatures. Finally, the models of rut depth analysis were simulated statically
by (SPSS) version 22, where the selection of better models based on the equation
coefficient of determination (R2) equal to (76%) of the rut dupth.
Key words: Recycled Concrete Aggregate, Hot Mix Asphalt, Depth Rut.
Dr. Mohammed A. Mahmoud, Dr. Ammar A. Shubber and Aqeel Raheem Jabur
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Cite this Article: Dr. Mohammed A. Mahmoud, Dr. Ammar A. Shubber and Aqeel
Raheem Jabur, Effect of Using Recycled Waste Concrete Materials On Rutting
Behavior of HMA, International Journal of Civil Engineering and Technology, 9(4),
2018, pp. 697–709.
http://www.iaeme.com/ijciet/issues.asp?JType=IJCIET&VType=9&IType=4
1. INTRODUCTION
Recycled concrete aggregate (RCA) is considered from major waste in the countries. Ergo the
reason, it was suggested that disposal the debris from demolished building in such a way as to
get recycled concrete aggregate (RCA) to be recycled in flexible pavement. The use of recycled
concrete aggregates a whole new range of potentials in the use for again for materials in the
roads and buildings structure. The RCA is a best solutions to disposal from wastes. The
deliberating to utilize of RCA has began before more than fifty years. Recycle concrete
aggregate (RCA) can be useful in several different ways. It can be used as an aggregate in new
concrete or asphalt. Economic and environmental
Advantages have encouraged to use again recycled materials in new constructions (Huang,
and Heidrich, 2007).
In view of the fact that amount of aggregate in asphalt pavement mixtures is approximately
(90 to 95) % by weight or (75 to 85) % by volume, about 12500 tons of aggregates are being
used up for each (km) of flexible pavements (Zoorob and Suparma, 2000). Initially, Germany
was the first country using the demolition waste, after the end of world war II (Khalaf et al.,
2004). In studying the use of RCA in HMA, it is pertinent to understand key aspects of its
interaction with asphalt such as its absorptive behavior under dynamic loading conditions
(Beale and You, 2010). The Federal Highway Administration (FHWA report in 2013)
included a comprehensive up to date literature review on the properties of recycled concrete
aggregate over the world. Some necessary information is extracted as mentioned by FHWA,
(2013) which related to this study. The results of the researches indicated that , the addition of
RCA to the Pure asphalt mixtures results in stiffer mixes lead to the better rutting resistance
(Shen , 2004) and (Gul , 2008) . There are two basic kinds of Rutting: the first Asphalt mixture
rutting and the second subbase or subgrade rutting. Asphalt mixture rutting is being bring forth
lower pavement layer, Because of the pavement surface which exhibits wheel path depressions
as a result of unadequate (little) mix design and compaction. Granular material in the subgrade
rutting bring forth when the layers exhibit wheel path depressions because of the high loading.
(NABIL, 2006). The resilient modulus, and creep values were lesser for the RCa HMA than for
a mix designed wholly with conventional pureaggregates. (Paranavithana and Mohajerani,
2006). Akbulut and Gurer, the researches done in some countries has look asufficient ability
to develop utilize of the builds waste as a basic in new use. Millions tons of construction and
demolition (D&C) the waste generated daily from:
• Destruction of structures & buildings from the wars and earthquakes.
• Demolishing of old constructs such buildings for bridges, and the concrete dams and
construction activities, useless.
• Waste concrete product due to testing of concrete cylinder and cube (destructive testing) in the
laboratories.
• Demolition and Construction (D&C) waste from the rehabilitation pavement, or concrete in
buildings.
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2. THE SCOPE OF WORK
To complete the necessary aim of this study, the following missions will be do for hot recycled
concrete mixtures:
Utilizing the Superpave to design the recycled concrete mixtures, and showed the variables between
them with many differences such as -pure aggregate with RCA gradation, bulk densit (Gb), air voids
(av), VMA, VfA, dust proportion(Dp), curing and compaction.
Determining the Optimum Asphalt Content (OAC) of RCA in hot asphalt mixtures enclosing RCA,
based on the superpave design method.
Assessing permanent deformation (rutting) using wheel tracking test (WTT).
Knowledge of the location history along with investigative results for determining what kind of disposal
is required and if there is pollution , the condition of the waste concrete is not suitable for recycling, will
have to be disposed of it as solid or dangerous waste.
3 .EXPERIMENTAL WORK
Experimental works was carry out in:
• Laboratories the in Building and Construction Department-- University of Technology.
• The Engineering Department-University of Al-Mustansiriya
• Highway Department Laboratories of the National Center for Construction Laboratories.
Researches (NCCLR) in Baghdad) and
• Directorate of Materials Researches.
4. MATERIALS USED
The materials used in this study are divided into two categories:
• Pure materials include: Asphalt Cement, Aggregate and Filler.
• Recycled Concrete Aggregate (RCA).
5. PURE MATERIALS
5.1. Asphalt cement
Asphalt cement (AC) of (40-50) was used as to the suggestion of standard Performance Grade
of the Al- Daurah binder which usually used in Baghdad.
5.2. Coarse and fine aggregates
The crushed quartz aggregates brought up from graded aggregate stockpiles are utilized for a
regionally asphalt concrete batch plant which is located in eastern south of Baghdad (Jurf Al-
Naddaf)
5.3. Filler
The filler utilized in this work is Ordinary Portland cement from Al- Mass Company.
5.4. Recycled concrete aggregate
RCA was brought up from Bab-Al Maadam Region, near Al-Mustansiriya University, Faculty
of Engineering. The age of these buildings are more than 30 year, as show in Plate (1) .Eight
percentages of RCA are used in preparates of specimens of laboratory testing
(10,20,30,40,50,60,70 and 80%) instead of pure aggregate.
Dr. Mohammed A. Mahmoud, Dr. Ammar A. Shubber and Aqeel Raheem Jabur
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Plate (1) Recycled concrete aggregate
6. DESIGN SELECTION OF AGGREGATE STRUCTURE
A superpave criterion was used to design three (and sometimes more) trial blends types of
asphalt mixtures that evaluated to select the design of aggregate structure. Trial blending
consists of varying stockpile percentages of each aggregate to obtain blend gradations meeting
the graduation requirements for the particular mixture. Table (1) and Figure (1) demonstrate
the trial blends for Mixture Design. The power of 0.45 gradation chart is used to define a
permissible gradation. The maximum density gradation which is theoretically plotted as a
straight line from the maximum aggregate size to the origin. The (vertical-axis) of chart percent
passing of aggregate and (horizontal-axis ) is an arithmetic scale of sieve size in mm, raised to
the 0.45 power as ((4.75 mm ) sieve is plotted at (2.02 mm )). Superpave is used accordance
with standard set of AASHTO M323 (2012) sieves and the following definitions with respect
to aggregate size are used:
*Maximum Size: One sieve size larger than the nominal maximum size.
*Nominal Maximum Size: One sieve size larger than the first sieve to retain more than ten
percent.
They are placed on the nominal maximum size, an intermediate size (2.36 mm), and the
dust size (0.075 mm).
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Table (1) Trial Blends for Mixture Design with the Limitations.
Figure (1) Trial Blends for Mixture Design.
Table (2) Properties of Mixture Compaction for Asphalt Binder Content
Table three blend gradation
Weight of aggregate for
sample 4500 gm
Gradation passing%
superpave specification
AASHTO M323 (2012)
Iraqi
specification R9,
Binder
Standard
sieve
size
(mm)
Blend
3
Blend
2
Blend
1
Blend
3
Blend
2
Blend
1
Restricted
Zone
Control
Point Max. Min.
0 0 0 100 100 100 .... .... 100 100 100 100 25
90 180 405 98 96 91 .... .... 100 90 100 90 19
450 585 495 88 83 80 .... .... 90 .... 90 70 12.5
450 360 450 78 75 70 .... .... .... .... 80 56 9.5
1170 1305 1350 52 46 40 .... .... .... 65 35 4.75
900 738 720 32 29.6 24 34.6 34.6 49 23 49 23 2.36
450 342 252 22 22 18.4 28.3 22.3 .... .... .... .... 1.18
247.5 270 153 16.5 16 15 20.7 16.7 .... .... .... .... 0.6
139.5 162 225 13.4 12.4 10 13.7 13.7 .... .... 19 5 0.3
198 198 144 9 8 6.8 .... ..... .... .... .... .... 0.15
180 180 171 5 4 3 .... .... 8 2 9 3 0.075
225 180 135 5 4 3 .... .... .... .... .... .... filler
Asphalt
Content % Gmm
No. of
Gyrations
Height
mm
WMix.
gm
Gmb
Estimated
Correction
Factor
Gmb
Corrected
4.6
2.44
NIni.=8 134.7
4653
2.049
1.037
2.124
NDes.=100 121.9 2.236 2.318
NMax.=160 120.2 2.267 2.350
5.1
2.42
NIni.=8 127.89
4633
2.050
1.030
2.111
NDes.=100 115.84 2.263 2.340
NMax.=160 114.15 2.297 2.365
5.6
2.41
NIni.=8 128.9
4691
2.075
1.020
2.123
NDes.=100 115.3 2.301 2.343
NMax.=160 113.0 2.323 2.370
6.1
2.39
NIni.=8 132.9
4700
2.103
1.017
2.123
NDes.=100 120.3 2.303 2.345
NMax.=160 118.7 2.340 2.380
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7. OPTIMUM ASPHALT BINDER CONTENT SELECTION
For Blend 1 the optimum asphalt content of (4.9%) is determined at 4 % air-voids level. The
results of the void analysis and mix properties for Superpave mixes are displayed in the Tables
(2), (3) and Figure (2).
Table (3) Volumetric Test Results at Ndesign
Figure (2) Relationship between the Volumetric Properties Superpave Mix design: (A) Air Voids %
(B)Void mineral aggregate( VMA)% (C) Void Filler aggregate(VFA)%
Table (4) shows the summary of adding recycled concrete aggregate with different
percentages on properties of asphalt mixture. According to Superpave mix design criteria, all
the percentages are compatible with superpave criteria, except 80% of RCA because this
percentages has less than Specified minimum values for (VMA) at the design (AV) content of
4% which a function of nominal maximum aggregate(19mm) size. Figures (4) to (5) show the
values of optimum asphalt, Void Filler aggregate and Void Filler aggregate respectively with
adding of recycled concrete aggregate to mixture. lt can be seen that the optimum asphalt of
waste concrete aggregate is much higher compared with that of pure crushed aggregates and
increased with increasing of RCA content in the mixtures due to higher porosity of waste
concrete and higher attached mortars on the surface of the crushed concretes.
Table (4) Summary the results of added RCA For each ratio used
Asphalt content
Va% VMA% VFA% Gmm@Nintial
% Gmm@Nmaxim% Dust/Binder
4.6 5.3 14.28 62.9 87.0 96.3 0.75
5.1 3.5 14.48 75.8 87.2 97.7 0.66
5.6 2.8 14.74 81.0 88.0 98.3 0.6
6.1 1.85 15.16 87.8 88.9 99.5 0.54
Criteria 4.0 Min 13.2 65-75 Less than 89 Less than 98 0.6 – 1.2
Dust/Binder Gmm@Nmaxm
% Gmm@Ninitial
% VMA
% VFA
% OPT
% RAC
0.69 97.2 87.0 14.5 71 4.9 0 %
Control mix
0.68 97.5 86.5 15.47 73.5 5.3 10 %
0.7 97.9 87.4 15.1 73 5.8 20 %
0.67 97.5 86.5 13.85 71 6.1 30 %
0.7 97.4 87.5 13.4 70 6.6 40 %
0.71 97.50 86.0 13.3 68 7 50 %
0.68 97.28 88.2 13.9 72 7.2 60 %
0.66 97.6 88.4 13.73 71 7.4 70 %
0.65 97.7 88.3 11.95 67 7.8 80 %
0.6 – 1.2 Less than 98 Less than 89 Min 13.0 65-75 Criteria
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Figure (3) Effect of recycled concrete aggregate with optimum Asphalt
Figure (4) Effect of recycled concrete aggregate with Void Filler aggregate
Figure (5) Effect of recycled concrete aggregate with Void mineral aggregate
8. PERMANENT DEFORMATION TEST
The RCA mixture must be assessed for rutting resistance capacity to avert possible permanent
deformation of the pavement structure.
8.2. Preparation of Slab Specimens
In order to evaluate the RCA mixtures against permanent deformation characteristics, the
compacted asphaltic slab samples are prepared. In this study, the compacted asphaltic slabs are
prepared at air voids equal to (4%) using Roller Compactor Device according to (EN12697-
Part 33:2003) and Superpave system (AASHTO Designation: T 312-2010). The sample for
utilized has dimensions of (60mm) in height, (300) mm in width and (400) mm in length. As
Steel rectangular mold of (400) mm in length, (120) mm in height and (300) mm, in width (at
NCCL) is used (Plate 3 -7A). The HMA is short term aged on incinerator for (4 hrs) at the
temperature of (135)° C for compaction approval to (Asphalt institute (1994)). Aging process
same as that take place in field between mixing and placement and permits for this aging
represents the aging that occurs in the field between mixing and placement and allows for
absorption of the asphalt binder into the aggregate pores. The slab mold and spatula are heated
in incinerator at the same compaction temperature to make sure that the temperature of mix is
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not reduced. A chunk of non-absorbent paper, cut to size, is put in the down and to a sides of
mold before putting the mixture The asphalt mixture is put in the hot mold and another chunk
of non-absorbent paper is cut to size and put on the up of the mix, then the mold put on the
compaction device the sample is compacted under fixed load of (7.0) kN load, passes through
the monitoring arm (arm convex) on the form many times to obtain the density proportion and
the required height.
8.3. Wheel Tracking Machine and Rut Depth Test
The Pavement Wheel Tracker is equipment for testing the workability of asphalt mixes by
simulating roadway conditions. The test provides information about the rate of permanent
deformation (rut) from a moving, concentrated load. The Wheel tracking machine (NCCL in
Baghdad) is used for rut depth test of asphalt slab specimen. The wheel tracking apparatus
shown in Plate (2) consists of a loaded wheel, which bears on a sample held on a moving table.
The table reciprocates with simple harmonic motion through a distance of 230 ± 10 mm with a
frequency of (27) load cycles passes per minute. The wheel is fitted with a solid rubber tire of
outside diameter between (200mm) and (205 mm). The wheel load under standard conditions
is (700 ± 10 N) and passes repetitively over the sample for up to 10,000 cycles. If the maximum
allowed deformation is reached before 10,000 cycles, the wheel will lift off the failed sample,).
A Linear variable differential transformer (LVDT’s) is used to measure the deformation of the
sample. The test device in approximately 10,000 load cycles, as specified by the (AASHTO T
340-10) and the European Standard (BS 12697-Part 22: 2003). It is implemented in this work
of two temperatures (40º C and 60º C) for the permanent deformation testing.
8.4. Specimen Testing
Steps of specimen testing:
• Start Switch on the Wheel tracker unit by means of the mains switch, After little seconds the
display will show the main menu and the unit is ready to be operated,
• Samples are heated at test temperature of 60°C in an external oven in accordance with EN
12697-22:2003.
• Loading the specimen on the mold and confining it with the appropriated confining frame; the
confining frame should be properly secured to the moving carriage with the relevant retainers;
also it is necessary to make sure that the rubber wheel act in the centre of the sample itself.
• Press on operation key, after that the arm of wheel lower on surface of slab and begin to be
moving at a constant rate.
• Disengaging and move the holder of the displacement transducer and adjust its reference plate
in order the transducer probe is compressed approximately 75% of its total travel. This allowed
having sufficient travel available to measure the track formation on the sample.
• When the end of the test, the arm of wheel will return automatically to its upper position while
the display will show the results of the test show and the parameters.
• Switch off the Wheel tracker unit by means of the mains switch an
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Plate (2) Wheel tracking machine
9. EXPERIMENTAL WORK RESULTS & ANALYSIS
The recycled concrete aggregate (RCA) mixture should be evaluated for rutting resistance
ability to avoid a possibility permanent deformation (rutting) of the gross pavement structure.
In recent years, the possibility for rutting on the highways in Iraq has increased due to the higher
traffic volumes [equivalent single axle loads (ESALs)] and the increased use of radial tires,
which normally higher Puffy pressures. The Wheel tracking (WT) device in the (NCCL) is
utilized to determine for Rut Depth of specimen (asphalt slab) according to (BS EN 12697-
22:2003). The failure criteria for all testing samples continuing for 10000 load cycles or until
the rut depth of 25 mm is reached. Wheel tracking slabs are employed testing to evaluate rutting
resistance of two different level of temperature of (40ᵒc & 60ᵒc), which mimic the effect of
traffic. The results from Wheel track test in term of rut depth (mm) was obtained at different
temperatures, Figures (6) show the relation between the number of 1000,5000 and10000 cycles
and the RCA content respectively at the 40ᵒc, while Figures (7) show the relation between the
number of 1000,5000 and10000 cycles and the RCA content respectively at the 60ᵒc. It can be
observed from the results, that when the number of load cycles increases the rutting values are
increased. All of the tested materials are presented load cycle 10000 values less than 20 mm.
Plastic flow (binder and aggregates are gradually moved without a volume change) is not
occurred, therefore all specimens are not failed during the tests. This deportment can be
ascribable to the existence of large ratios of un hydrated Portland cement particles that, when
activated, increasing the shearing strength (friction and cohesion) of the hot asphalt concrete
(recycled) mix and so the increasing in the rutting resistance (improvement in rutting) of this
mixture.
Figure (6) Rutting for temperature of 40ᵒC, (10000, 5000, 1000) cycle.
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Figure (7) Rutting for temperature of 60ᵒC, (10000, 5000, 1000) cycle.
Figure (8) refers to relationship between the rut depth & number of cycles of wheel load
track at 40 ᵒc. It can be seen that the rut depth is increases with increasing of RCA content. Rut
depth increased by (5.5%), (8%), (10.5%), (106%), (141.2%), (202%) and (244.7%) when the
RCA is increased from the control mix (0% RCA) to (10, 20, 30, 40, 50, 60 and 70 %)
respectively. All ratios used are not failed in spite of increasing are satisfied the specifications
of (BS EN 12697-22).
Figure (8) Rut depth &Number of cycle wheel load track 40 ᵒc.
Figure (9) depicts the relationship between rut depth and number of cycles using of wheel
load track at 60 ᵒc. It can be seen that the rut depth decreases with increasing. RCA content. Rut
depth was decreased by (4.9%), (15.2%), (23.9%), (31.4%), (49.7%), (33.3%) and (35.7%)
when the RCA is increased from the control mix (0% RCA) to (10, 20, 30, 40, 50, 60 and 70
%) respectively.
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Figure (9) Rut depth & Number of cycle wheel load track 60ᵒc.
Table (5) shows the mean values of plastic parameters. As shown in Figures (10) and (11),
the plastic parameters results show that the rut depth (RD) and wheel-Tracking slope in air
(WTS)air for the test specimens at temperature (40°c) increases gradually with an increase in the
recycled concrete ( RCA ) percent. This indicates that the addition of RCA to the mixture
reduces the resistance to permanent deformation in contrast to the control mix (0% RCA). For
HMA containing of 50% RCA, the (WTS)air was similar to that of the control mixture. On the
other hand, rut depth and wheel tracking slop in air are relatively decreased for the specimens
at temperature (60 °c ) with increase in of recycled material (RCA ) percentage compared with
the control mix (0% RCA). For HMA containing of 50% RCA, the (WTS)äir and (RD) decrease
sharply compared with control mixture which mean a good resistance rutting is Achieved low
rut depth and wheel-Tracking slope in air of any mix give a higher resistance to permanent
deformation. It can be concluded that (RCA) has a higher effect on reducing rut depth and
wheel-Tracking slope in air of asphalt mixtures at higher temperatures in contrast to the control
mix. After testing, the visual condition of the sample and the amount of deformation indicated
the mixture strength to rutting. Generally, pooring in mixtures performing leads to the high
deformation and vice versa (See Plate 2).
Table (5) Mean values of plastic parameters in conditional test
Recycle concrete aggregate ( % )
Temp Variable
70
60 50 40 30 20 10 0
6.68 6.01 4.8 4.1 2.2 2.15
2.1 1.99 40ᵒc
Rut depth
(mm)
244.7
202 141.2 106 10.5 8 5.5
0
% of
increasing
9.21
9.55 7.2 9.82 10.9 12.15 13.61 14.32
60ᵒc
% of
decreasing 35.7 33.3 49.7 31.4 23.9 15.2 4.9 0
0.31 0.22 0.10 0.17 0.15 0.14 0.13 0.10 40ᵒc
% of
increasing
Wheel-
Tracking
Slop in
air(WTS)a
ir
mm/103
Cycle
210 120 0 70 50 40 30 0
0.48 0.49 0.24 0.51 0.52 0.69 0.70 0.72 60ᵒc
% of
decreasing 33.3 31.9 66.6 29.1 27.7 4.1 2.7 0
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Figure (10) Mean rutting depth (mm) at temperature of (40& 60) ᵒc.
Figure (11) Mean wheel-tracking slop for temperature of (40& 60) ᵒc.
10. CONCLUSIONS
1. Increasing the Optimum Asphalt Binder Content of RCA samples in proportion of ( 8.1, 18.3 ,
24.5, 34.7, 42.8, 46.9, 51 and 59.2%) in contrast to control sample respectively, when percentage
of RCA increased (10, 20, 30, 40, 50, 60 ,70 and 80%) respectively. All percentages are
compatible with superpave Criteria, except 80% of recycle concrete
2. The rut depth is increased in RCA samples in proportion of ( 5.5, 8 ,10.5, 106, 141, 202 and
244.7%) in contrast to control sample respectively, when RCA increased to (10,20,30,40,50,60
and 70%) at temperature (40 ᵒC) respectively, while a decrease in the rut depth of RCA samples
in proportion of (4.9, 15.2, 23.9, 31.4, 49.7, 33.3 and 35.7%) is developed in contrast to control
sample respectively, when RCA is increased to (10,20,30,40,50,60 and 70%) at temperature
(60ᵒC) respectively.
3. The Wheel tracking slop in air is increased in RCA samples in proportion of ( 30, 40 ,50, 70,
120 and 210%) in contrast to control sample respectively, when RCA increased to
(10,20,30,40,60 and 70%) at temperature (40 ᵒC) respectively, except for RCA (50%) as it is no
different from the control mix while a decrease in the rut depth of RCA samples in proportion
of (2.7, 4.1, 27.7, 29.1,66.6, 31.9,and 33.3%) is developed in contrast to control sample
respectively, when RCA is increased to (10,20,30,40,50, 60 and 70%) at temperature (60ᵒC)
respectively.
4. model were developed to predict a rut depth for the modified and local asphalt concrete by using
SPSS version 22 are very simple to use within the range of data are used to find these models.
There are a considerable saving in effort, (with in the data used) the following.
RD.2 =.007RC+.0166T-.153AC+1344.
Effect of Using Recycled Waste Concrete Materials On Rutting Behavior of HMA
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Where
• RD: Rut depth (mm).
• AC: Asphalt content.
• T: Temperature (⁰C).
• RC: Recycle concrete
11. RECOMMENDATIONS AND SUGGESTIONS
This work can be further extended with other different waste materials such as steel fiber, crashed stone
and plastic.
1. It is suggested to immerse and wash the RCA materials before utilizing them in the HMA to
decrease the excessive attached cements on the surface of the crushed aggregates and improve
adhesion between materials in asphalt mixtures and RCA.
2. Future studies might try to use fine or coarse recycled concrete aggregates only in the HMA by
superpave method.
3. Evaluating the field performance of superpave asphalt concrete by a trying section construction
utilize local materials under traffic loading and prevailing environmental conditions.
REFERENCES
[1] AASHTO Designation, T321-03, (2010), Determining the Fatigue Life of Compacted Hot-
Mix Asphalt (HMA) Subjected to Repeated Flexural Bending.
[2] AASHTO, (2012), “AASHTO M323, Standard Specification for Superpave Volumetric
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