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Moisture-induced damage of asphalt pavements constitutes a primary distress. To quantify the extent of moisture-induced damage efficiently, a moisture-induced stress tester (MIST) was developed. This study adopts varying stress cycles of MIST to condition the asphalt mixes without and with reclaimed asphalt pavement (RAP) to ascertain their moisture-induced damage resistivity. Hence, the control mix (0% RAP) and mixes containing 10%, 20%, 30%, and 40% RAP by weight were prepared and conditioned using 0, 1,000, 2,000, 3,500, 5,000, and 10,000 stress cycles of MIST. Thereafter, an indirect tensile (IDT) strength test was conducted on the prepared mixes. Using analytical approaches, the biaxial state of stress was defined to compute the static (ES,H) and average modulus (ES,A). Increasing stress cycles of MIST decreased the stiffness of control and RAP mixes. The compressive stress–strain curve (SSC) was plotted and utilized to compute the linearity and toughness index (TI) of control and RAP mixes. Increasing stress cycles of MIST were observed to increase the ductility of control and RAP mixes, whereas prepeak linearity was observed to reduce it. The TI increased with the increase in stress cycles of MIST. New moisture damage ratios (MDRs) were computed by utilizing ES,H and ES,A and compared with the commonly adopted tensile strength ratio (TSR). Based on such MDRs, it was concluded that RAP improves the moisture-induced damage resistivity of asphalt mixes. Statistical analysis indicated that both ES,H and ES,A have the potential to be good indicators of moisture-induced damage of control and RAP mixes. [ABSTRACT FROM AUTHOR]

• This work compared the rheological and chemical properties of virgin AC30 binder and equivalent grade AC10 binder obtained by blending RAP binder. • The proportion of RAP binder to be blended with AC10 was obtained using viscosity and PG blending charts. • RAP proportion was also determined based on performance tests such as LAS and MSCR. • RAP proportion obtained by various contrasting methods was compared. Use of reclaimed asphalt pavement (RAP) material in mixes is on the rise. Currently, RAP proportion to reach the target binder grade is determined by absolute viscosity and performance grade (PG) methods. However, it is necessary to compare the RAP proportion recommended by the two methods. Further, it is essential to ascertain whether the RAP blended target binder is equivalent to virgin target binder based on various rheological and chemical properties. In this study different percentages (i.e. 0%, 15%, 25%, 40% and 50% by weight of binder) of RAP binder was blended with base binder (AC10). RAP proportion to achieve target grade (AC30) was determined based on absolute viscosity, PG, LAS and MSCR tests. Absolute viscosity and PG methods recommended the RAP proportion of 48% and 32% respectively. Thereafter, average of the two RAP proportions was blended with AC10 binder to obtain target grade of AC30 (AC30_RAP). AC30_RAP was observed to have a higher fatigue life than AC30 binder at lower strains and the trend reversed at higher strain. Higher recovery (R) and lower non-recoverable creep compliance value (J nr) was exhibited by AC30. FTIR spectroscopy indicated that AC30_RAP had higher sulphoxide and carbonyl content. LAS and MSCR tests recommended the RAP proportion of 35% and 48% based on fatigue and rutting performance respectively. [ABSTRACT FROM AUTHOR]

The present study aimed at investigating the effect of Recycled Asphalt Pavement (RAP) binder on high and intermediate temperature performance of Polymer Modified Binders (PMB) through advance laboratory characterization techniques. Different RAP binder proportions (0%, 15%, 25% and 40% by the weight of PMB) were initially blended with PMB. Different characterization techniques such as Superpave rutting parameter (G*/Sinδ), Shenoy parameter, Multiple Stress Creep Recovery (MSCR) and Zero Shear Viscosity (ZSV) tests were used for evaluating high temperature performance. Based on the different rheological parameters, improvement in rutting performance was observed with the addition of RAP binder. Likewise, intermediate temperature performance was evaluated using Linear Amplitude Sweep (LAS), Double Edge Notch Tension (DENT) and Elastic Recovery (ER) test. The improvement in high temperature performance and degradation in intermediate temperature performance shows that care must be taken while selecting the appropriate amount of RAP based on prevalent failure type in the field. [ABSTRACT FROM AUTHOR]

• Recycling of simulated Polymerized RAP produced using standard laboratory aging techniques. • Mix aging is better to simulate RAP from SBS PMB with 3 to 4% SBS. • Standard aging methods have distinct impact on performance of aged recycled PMB. Researchers have mostly used three artificial aging techniques, namely pressure aging vessel (PAV) binder aging, compacted mix aging (CMA), and loose mix aging (LMA) to simulate recycled asphalt pavement (RAP) binder in the laboratory. RAP binder (RAPB) simulated using different techniques will differ in characteristics and may affect the performance of the base binder differently. Which may affect the parameters used for blending and recycling, such as the selection of base binder, rejuvenator dosage, etc. Therefore, in this study, three RAP binders, namely RAPB-P, RAPB-C, and RAPB-L, were simulated from a polymer modified binder (PMB) with 3.5% SBS content, using PAV aging (100 °C, 20 hrs, 2.1 MPa), CMA (85 °C, 5 days) and LMA (85 °C, 8 days), respectively. These polymerized RAPBs were added to an unmodified binder (AC 30) at three proportions: 15 %, 25 %, and 40 %. These RAPB and AC 30 blends were characterized in terms of their dynamic viscosity, mixing and compaction temperature, and high temperature performance grade (PG). Superpave rutting factor (|G*|/sin δ) and multiple stress creep and recovery (MSCR) test parameters were used to evaluate the rutting performance of the RAPB blended AC 30 binders. Further, resistance to yielding and elastic recovery values were evaluated using the binder yield energy test (BYET). The test results suggested that all three RAP binders affect the performance of the AC 30 binder differently, which was also confirmed by statistical analysis using one-way ANOVA. From MSCR and BYET test results, it may be stated that RAP binder simulated from standard PAV aging may mislead in predicting the high and intermediate temperature performance of AC 30 binder with RAPB. Overall, the present study is helpful for asphalt researchers and practitioners to understand how the selection of different defined aging strategies affects the performance of aged recycled PMB with unmodified base binder. [ABSTRACT FROM AUTHOR]

Utilization of ground tire rubber (GTR) binder in combination with reclaimed asphalt pavements (RAP) binder can provide added benefits in terms of material, cost and environmental saving, and hence a promising step toward sustainable construction of pavements. The present study utilized essential work of fracture (EWF) principal to evaluate performance of a GTR binder blended with two different types of RAPs: RAP-A and RAP-S, having different rheological properties. The GTR binder was mixed with different percentages (0%, 15%, 25% and 40% by weight of virgin binder) of RAP-A and RAP-S. First, Superpave performance grade (PG) of different combinations of asphalt binders was determined in the laboratory. Thereafter, the EWF of binders was determined using a newly developed double edge notch tension (DENT) test. Further, the data obtained from the DENT test were used to estimate critical crack tip opening displacement (CTOD). The results showed that addition of RAP decreased fracture resistance of GTR binder. Addition of RAP-A resulted in a faster decrease in performance of GTR binder compared to RAP-S. It can be concluded that low percentage of RAP may be utilized with GTR binder. Further, analyses indicated that RAP sources and its quantity could have significant impact on performance of asphalt mixes. [ABSTRACT FROM AUTHOR]

Durability and sustainability are two major requirements of the asphaltic pavement structure. Durability aspect may involve performance parameters such as fracture property, moisture sensitivity etc., whereas, sustainability aspect may involve utilization of Recycled Asphalt Pavement (RAP) and Warm Mix Additive (WMA) in the conventional asphaltic mixture. Though improvement in high temperature performance may be expected with the addition of RAP due to its stiffer nature, it may degrade intermediate temperature performance. Additionally, RAP utilization may also increase the mixing and compaction temperature during the construction phase. Therefore, researchers have recommended using different WMA additives to decrease production temperature of mixes containing RAP. Though the use of WMA additives with RAP may decrease mixing and compaction temperature, their effects on various performance parameters of the asphaltic mixture must be evaluated. Sufficient research works have been reported on the performance of RAP and WMA mixes at high temperature, however, so far, limited work is available on understanding effects of RAP and WMA additives on fatigue and moisture sensitivity of asphalt mixture. Therefore, the present research work aimed at evaluating intermediate temperature fracture properties and moisture sensitivity of asphaltic mixture containing RAP and WMA. Five different RAP contents (0%, 10%, 20%, 30%, and 40%), two different types of WMA additives (2% wax based “Sasobit” and 0.5% chemical based “Evotherm”) and one without WMA additive (Control mixture) were considered. Fracture properties of different asphaltic mixture combinations were evaluated using Semi Circular Bending (SCB) test. Improvement in fracture property of Control mixture was observed with increase in RAP content, however, the addition of wax based and chemical based WMA additives showed an overall reduction in fractured resistance. Further, the asphaltic mixture containing wax based WMA additive showed better fracture performance compared to the corresponding mixture containing chemical based WMA additive. Similarly, moisture sensitivity of asphaltic mixtures was evaluated using Tensile Strength Ratio (TSR) approach. Addition of both WMA additives resulted in lowered Indirect Tensile Strength (ITS) under dry as well as wet condition. Though the addition of WMA additive showed a negative impact on moisture sensitivity, all mixture considered in the present research work passed the minimum TSR requirement. Therefore, wax and chemical based WMA additive may deem acceptable from moisture sensitivity point of view. [ABSTRACT FROM AUTHOR]

The present study evaluates moisture and fracture resistance performance of Hot Mix Asphalt (HMA) and Warm Mix Asphalt (WMA) containing different percentages of Reclaimed Asphalt Pavement (RAP) materials. The HMA and WMA mixes with different percentages of RAP (i.e., 0%, 10%, 20%, 30% and 40%) were designed using Marshall mix design. The warm mixes were prepared by adding 2% wax. Overall, 10 mixes (five HMA-RAP mixes, and five WMA-RAP mixes) were prepared in the laboratory. The moisture damage potential of different mixes was determined using Tensile Strength Ratio (TSR) test. Furthermore, fracture resistance of HMA-RAP and WMA-RAP mixes were evaluated using a Semi Circular Bending (SCB) test based on fracture mechanics principles. The analyses of results showed that addition of RAP increased TSR value of the mix, indicating that RAP may help in enhancing moisture damage potential of a mix. The TSR value of HMA-RAP mixes was found to be higher compared to WMA-RAP mixes for all RAP percentages, showing that WMA mixes are more prone to moisture damage compared to HMA mixes. The fracture resistance was found to be increasing with increase in RAP content in this research work. However, it is to be noted that improvement in fracture property with increase in RAP content may not be theoretically correct due to increase in stiffness characteristics. Such trend in the present research work may be attributed to absence of relaxation time in SCB testing protocol, unaccountability of post peak behaviour in the present research work and variability in material properties. Therefore, further investigation is needed in this direction to develop more understanding for such change before making further recommendation. Furthermore, the fracture resistance of HMA-RAP mixes was found to be better compared to WMA-RAP mixes. Overall moisture and fracture resistance performance of HMA-RAP mixes were observed to be better compared to WMA-RAP mixes. Moreover, Literature showed that asphaltic mixture containing RAP and WMA additive is highly influenced by amount of RAP and WMA added to HMA, type of WMA additive, source and nature of collected RAP etc. Therefore considering finding of current research work and reported literature in this area, inclusion of RAP in WMA mixes should be evaluated carefully before making further recommendation. [ABSTRACT FROM AUTHOR]

• Four different air voids and 60% RAP are studied on the performance of the CMA. • Hamburg wheel tracking and semi-circular bending tests conducted. • Correlation between properties of rut depth and TSR performance of CMA are studied. • Strong correlation between resilient modulus and ITS of CMA. In recent decades, cold mix asphalt (CMA) has become increasingly important in the pavement construction industry. CMA differ from hot mix asphalt (HMA) in the formulation process; CMA is produced by combining unheated aggregates with or without recycled asphalt pavement (RAP) using asphalt emulsion. One of the major concerns associated with CMA is difficulty in compacting the mix in the field. Many researchers have reported that cold mixes despite of best compaction efforts can have air voids in range of 8–14%. The authors were unable to locate research that focused solely on the influence of consequent air voids in cold mixes on their performance. Thus, the strong motivation of the present study was to evaluate performance characteristics of cold mixes having wide range of compaction levels. CMA was prepared by using 60% of RAP containing slow setting emulsion. Superpave gyratory compactor (SGC) was used to compact the CMA samples at different air voids of 6, 8, 10, and 12%. Tensile Strength Ratio (TSR) is the ratio of ITS value of conditioned and unconditioned samples. The moisture damage resistivity of CMA with various air voids was determined using different conditioning procedures: 24-hour soaking and moisture induced stress tester (MIST). Soaked TSR satisfied all air voids, however the MIST-TSR(M-TSR) of CMA with 12% air voids is below the threshold value of 80%, indicating that M-TSR is more severe than soaked TSR. Flexible pavement suffers from various types of distresses, such as cracking and rutting. Hamburg wheel tracking test (HWTT) can be used to evaluate rutting and stripping potential. The lower the inflection point for stripping, the more severe the stripping in the field. This study concluded that the stripping inflection point for 8% air voids was three times more than for 12% air voids. Marshall stability and flow test was performed to evaluate the effect of varying air voids on stability, flow, and bearing capacity of CMA whereas the durability was determined using Cantabro mass loss (CML) Test. It is expected that the findings of this study will assist the researchers in understanding how the air voids in CMA affect the performance containing RAP. [ABSTRACT FROM AUTHOR]

The present study was undertaken to evaluate the effects of two types of reclaimed asphalt pavement (RAP) binders on rheological properties and Superpave performance grade (PG) of a styrene-butadiene-styrene (SBS) co-polymer modified binder (PMB). Two RAP materials: one from urban highway (RAP-A) and other from rural highway (RAP-S) were collected in the study. The asphalt binder extracted from RAP-A and RAP-S had different viscosity, rheological and chemical characteristics. The asphalt binder extracted from RAP-A was found to be stiffer compared to the binder obtained from RAP-S. The PMB was blended with different proportions (i.e., 0, 15, 25 and 40% by weight of binder) of RAP-A and RAP-S binders. Different physical tests, namely penetration, softening point, viscosity, ductility and elastic recovery were conducted on PMB blended with the RAP binders. In addition, high and low temperature Superpave PG of PMB with RAP blended binders were determined based on dynamic shear rheometer (DSR) and bending beam rheometer (BBR) tests, respectively. The results from physical properties of asphalt binders showed that addition of RAP binders adversely affected performance of PMB. Both type of the RAP binders had difference influence on physical properties of PMB. Addition of 15% of RAP bumped PG of PMB by one grade interval (i.e., from PG76 to PG82). The maximum grade bump for high temperature PG was found to be one grade interval even after addition of 40% RAP. The low PG grade did not change with addition of the RAP binders. Statistical analyses were conducted to compare effects of two types of RAP binders on properties of PMB. Overall the results showed that type of the RAP binder can have different influence on consistency and Superpave PG of PMB, thus caution should be taken during selection of grade of a base binder. [ABSTRACT FROM AUTHOR]

Due to its economic and environmental benefits, using reclaimed asphalt pavement (RAP) and reclaimed asphalt shingles (RAS) in new hot-mix asphalt (HMA) has become an integral part of today's asphalt industry. The advantages of using RAP and RAS in HMA are not limited to economic and environmental benefits, and may result in improving a number of mix performance characteristics including rutting and resistance to moisture-induced damage. Despite aforementioned benefits, concerns over premature pavement distresses resulting from using RAP and RAS limit their usage in HMA. Furthermore, because of the lack of mechanistic performance data, use of new mixes containing RAP and RAS remains limited. Therefore, the present study was undertaken to investigate the effects of using different amounts of RAP and RAS on laboratory performance of HMA, and to generate valuable input design parameters for implementation of the mechanistic-empirical pavement design guide (M-EPDG), using local materials. Four types of base course mixes containing 0% RAP, 25% RAP, 40% RAP and 20% RAP+5% RAS, and three types of surface course mixes containing 0% RAP, 25% RAP and 20% RAP+5% RAS were tested. Laboratory tests were conducted to evaluate stiffness, low-temperature cracking, fatigue life, rut and moisture-induced damage potential of the mixes. It was found that dynamic modulus and creep compliance of the asphalt mixes increase and decrease, respectively, with an increase in the amount of RAP and/or RAS used in the mix. Fatigue life was found to increase with increasing RAP content up to 25%, and to decrease when the RAP and/or RAS content exceeded 25%, or when RAS was used in the mix. It should be noted that this conclusion was drawn based on a 15% increment in RAP content. Hamburg wheel tracking (HWT) test results showed increased resistance to rutting and moisture-induced damage, with an increase in the amount of RAP and/or RAS. However, the tensile strength ratio test results were not confirmed by HWT. The findings of this study are expected to be helpful in understanding the effects of using different amounts of RAP and RAS on the performance of asphalt mixes produced using local materials. Furthermore, valuable design input parameters, developed in this study for new mixes containing RAP and RAS, may be used for calibration of the M-EPDG input parameters, with local materials. [ABSTRACT FROM AUTHOR]

The present study aims to evaluate rutting, fatigue, and rheological performances of a SBS co-polymer modified binder (PMB40) blended with different percentages (i.e., 0%, 15%, 25% and 40%) of reclaimed asphalt pavement (RAP) binder. The change in viscosity, mixing and compaction temperatures, and temperature susceptibility of PMB40 binder mixed with RAP were measured using Brookfield viscometer. Furthermore, linear viscoelastic range (LVE) and time-temperature sweep tests were conducted to characterize binders. The rutting and fatigue performance of PMB40 binder with varying percentages of RAP was evaluated using multi stress creep and recovery (MSCR) and linear amplitude sweep (LAS) tests, respectively. The change in chemical composition of PMB40 binder with addition of RAP was determined by Fourier transform infrared (FTIR) spectroscopy. The results showed that addition of RAP makes PMB40 binder stiff and less temperature susceptible, however, it did not change mixing and compaction temperatures significantly. Furthermore, high temperature performance grade (PG) of PMB40 binder was unaltered with addition of RAP, which is contrary to findings reported in literature. The MSCR test showed significant reduction in recovery and increment in non-recoverable creep compliance of PMB40 binder with addition of RAP, indicating a poor rutting resistance of the binder with inclusion of RAP. The LAS test showed that rate of damage increases and number of cycles to fatigue failure of PMB40 binder decreases with addition of RAP. The FTIR test confirmed increase in sulfoxide and carbonyl content with addition of RAP. A good correlation was found for ICO and ISBS indices obtained from FTIR with rheological properties of PMB40 binder. It is to be noted that the findings presented in this paper are based on one modified binder and one RAP source, thus it is recommended that effects of different RAP sources on performance of SBS modified binder be studied in detail. Further, effects of ageing (short term and long term) should be studied to have insight into characterization of RAP blended binders. It is also recommended that binder's rheological performance tests be validated by conducting laboratory tests on asphalt mixes. [ABSTRACT FROM AUTHOR]

Compaction of hot mix asphalt (HMA) layer is a process of densification through the application of vibratory, dead weight and/or pneumatic tires compactors. These processes are employed independently or in combination, depending on factors such as type of asphalt mix, layer thickness, and weather conditions, to achieve desired density of HMA pavement layers. Appropriate compaction (desired density) of the asphalt mixture is one of the important factors that influence long term performance of an asphalt pavement. During the compaction of HMA layer using vibratory rollers, the applied load and vibration energy cause reorientation and interlocking of asphalt coated aggregates resulting in increase in density. Good compaction is necessary for achieving target specifications such as required density of asphalt layers, stiffness, or volumetric properties of the asphalt mix. These specifications are designed to maximize the resistance of the pavement to deformation, cracking, raveling, moisture damage, and rutting. In the United States of America, target specifications for quality control and assurance of asphalt pavements are usually given in terms of the density of roadway cores extracted from the completed pavement. This paper investigates the level of compaction (in terms of density), that is achievable both in the laboratory and in the field. Compaction quality as a function of compaction time/roller passes and pavement thickness is studied. In addition, the uniformity of compaction over the entire length of the pavement, and the variation in density laterally across the pavement are examined during pavement construction in the field. The results of this study provide insight into the compaction quality that can be achieved during construction. Such information would is helpful for a successful design and the implementation of emerging technologies such as Intelligent Compaction. [ABSTRACT FROM AUTHOR]

Reclaimed Asphalt Pavement (RAP) has been widely used in the construction and rehabilitation of flexible pavements. A proper understanding of the performance of hot mix asphalt (HMA) prepared with RAP is important to ensure better and longer lasting pavements. The present study was undertaken to evaluate the effect of long - term oven (LTO) aging of HMA mixes containing RAP using the dynamic modulus ( ∣ E *∣) test. Two different HMA mixes namely Mix - 1 and Mix - 2, were collected from asphalt plant. Mix - 1 contain s performance grade (PG) 64 - 22 unmodified binder mixed with 25% RAP while Mix - 2 includ es PG76 - 28 styrene - butadiene - styrene (SBS) - modified binder m ixed with 15% RAP. Both mixes ha ve the same aggregate type (primarily limestone), aggregate gradation and binder content. Specimens were compacted using a Superpave Gyratory Compactor (SGC) at four target air voids of 6% 8% 10% a nd 12% (i.e. percentage compactions of 94% to 88% of the maximum theoretical density). LTO - aging of compacted specimens was done in accordance with AASHTO R30. ∣ E *∣ tests were conducted on un - aged and LTO - aged compacted specimens at four different temperatures of 4°C 21°C 40°C and 55°C and at six different loading frequencies of 25 Hz 10 Hz 5 Hz 1 Hz 0.5 Hz and 0.1 Hz. Mix - 1 with a softer grade binder (i.e. PG64 - 22) and a higher amount of RAP (25%) had a higher ∣ E *∣ compared to Mix - 2 with a stiffer grade binder (i.e. PG76 - 28) and lesser amount of RAP (15%). Furthermore statistical analyses using the standard " student t - test " revealed that irrespective of binder grade higher amounts of RAP result in stiffer mixe s with higher ∣ E *∣. LTO - aging increased ∣ E *∣ of the compacted samples by 42% to 60% depending on the amount of RAP and air void content in the compacted specimen. It is expected that the present study will be helpful in understanding the behavior of HMA mixes containing RAP. [ABSTRACT FROM AUTHOR]

• Effect of bio-oil on rheological performance of base binder and field aged RAP binder is investigated. • Use of higher percentage of bio-oil may make binder susceptible to high-temperature aging and improve the fatigue performance of base binder. • To explore bio-oil as a potential rejuvenator, softening point, kinematic viscosity, high-temperature PG and MSCR tests were conducted. • Bio-oil can be used as softening agent for aged binders. The present study evaluates the effects of using bio-oil derived from waste wood biomass on physical properties, aging, fatigue and rutting performance of base binder. A base binder (Viscosity Grade VG30) was blended with 2%, 4%, 6%, 8% and 10% of bio-oil by total weight of the binder. Along with physical properties tests (penetration, softening point and viscosity), rutting and fatigue performance of the bio-oil modified binder was evaluated using multiple stress creep recovery (MSCR), and linear amplitude sweep (LAS), tests, respectively. Furthermore, the aging index was determined to observe the oxidation characteristics of bio-oil modified asphalt binder. The results showed that the blending of bio-oil increased the penetration and decreased the softening point and viscosity of the base binder. Based on Indian Standard 73:2013 specification, it was observed that blending of 2% and 4% bio-oil satisfies VG20 and VG10 binder properties, respectively. Increased percent of bio-oil modified binder showed high aging susceptibility. Addition of bio-oil decreased rutting performance, while it improved the fatigue and thermal cracking resistance. Bio-oil as a rejuvenator was explored by blending it with RAP binder. It was found that addition of bio-oil reduces viscosity and high PG of recycled asphalt pavement (RAP) binder, thus showed the potentiality to use as softener for aged binder. [ABSTRACT FROM AUTHOR]

Despite environmental and economic advantages associated with incorporating recycled asphalt shingles (RAS) and reclaimed asphalt pavement (RAP) in hot-mix asphalt (HMA), concerns focus on fatigue and low-temperature cracking potential of pavements containing RAS and RAP. This study was undertaken to identify the areas in need for research through conducting a national survey among departments of transportation and to evaluate the effects of RAS and RAP on fatigue, low-temperature cracking and stiffness of HMA. National survey results indicated that while the fatigue cracking is the major concern when RAS and/or RAP are used in mixes, no specific test is recommended for fatigue evaluation of these mixes at the mix design stage. It was found that, fatigue life of mixes with a non-polymer-modified binder containing a blend of 5% RAS and 5% RAP led to the maximum increase in fatigue life. However, incorporation of 6% RAS decreased the fatigue life of mixes, when compared with virgin mix. Also, it was found that addition of RAS and/or RAP to asphalt mixes increased their dynamic moduli which may result in a better rutting performance. From creep compliance test results it was concluded that use of RAS and/or RAP may lead to a higher low-temperature cracking potential when compared with the virgin mixes. Findings of this study can be used to develop/update guidelines/special provisions for design of HMA containing RAS and RAP. [ABSTRACT FROM AUTHOR]

Stepping in the 21st century, the materials used in pavement construction have diversified and progressed with time. Due to an increase in the cost of materials, depletion of natural resources, and accentuation on environmental sustainability, the usage of recycled asphalt pavement material has become popular worldwide. However, there appears to be inadequate works and a gap in understanding the method of recycling and its concomitant economic and environmental benefits at a commercial level in India. The majority of studies have focused on base and sub-base courses, whereas few works have been conducted for the surface course. Furthermore, India is a growing powerhouse in South Asia, and the pavement industry constitutes a vital sector. Thus, the reuse and recycling of reclaimed asphalt pavement in India is an emerging domain, but their usage is in low amount as compared to the United States, Europe and Japan. Hence, the objective of this review paper is to provide information on the suitability and utilization of reclaimed asphalt pavement in various areas of pavements that will eventually contribute to creating a balanced system in solving the environmental and material scarcity, economic benefit and consequently transform the construction industry to sustainable and eco-convivial. [ABSTRACT FROM AUTHOR]