Design methods of cold in-place recycling asphalt mixtures_ A state-of-the-art review(1)

1 Design methods of cold in-place recycling asphalt
2 mixtures: A state-of-the-art review

3
4 Ziming Liu
5 The Key Laboratory of Road and Traffic Engineering,
6 Ministry of Education, Tongji University, Shanghai 201804, China
7 ZimingLiu@tongji.edu.cn
8
9 Lijun Sun* (*Corresponding author)

12 ljsun@tongji.edu.cn
13
14 Jiahui Zhai** (**Corresponding author)

15 School of Materials and Chemicals,
16 Northwestern Polytechnical University, Xi'an, 710072 China
17 2020261122@mail.nwpu.edu.cn
18
19 Song Li
20 School of Transportation,
21 Wuhan University of Technology, Wuhan 430070, China
22 lis@whut.edu.cn
23
24 Weiqi Huang
27 2031351@tongji.edu.cn
28
29
Electronic copy available at: https://ssrn.com/abstract=3994415

1 Graphical abstract:
3 Abstract: Cold in-place recycling (CIR) asphalt mixtures, which involves pulverizing
4 a section of the asphalt pavement layers, mixing them with a recycling agent, and
5 repaving them in place, is a time saving and environment friendly technique to repair
6 aging and damaged asphalt pavement, it has the advantages of reducing greenhouse
7 gas emissions and recycling pavement materials. There are many design methods for
8 guiding cold in-place asphalt mixtures around the world, many of them are improved
9 on the design methods of hot mix asphalt mixtures. Worldwide, a recognized and
10 accepted method has yet to be established, which restricts the development of CIR,
11 result in both the proportion of recycling asphalt pavement (RAP) is not achieve 100%
12 and the performance of new pavement cannot be guaranteed. Therefore, this article
13 reviews the existing major methods in detail, analyzes the important points including
14 raw materials, design processes, key control parameters and method comments,
15 through by method comparisons, and concludes a comprehensive summary. Those

1 contents will provide a valuable suggestion about selection of design method and
2 application of recycled aggregate for contractors and researchers. Finally, some
3 directions of future study and solutions are proposed, based on the shortcomings of
4 existing methods and current actuality.
5 Keywords: Recycling asphalt mixtures; Cold in-place; Design methods; Method
6 comparisons; Literature review.
7 1. Introduction
8 As we all know, with the deterioration of early-built asphalt pavement and the
9 consumption of natural resources for production pavement materials, the construction
10 of asphalt pavement which can be sustainable used has become a research hots pot for
11 road engineering researchers [1-3]. Recycling road construction materials and reusing
12 them in new pavements is an important technology to achieve the goal of “sustainable
13 pavements”. With the development of recycling technology of pavement, using
14 recycled asphalt pavement (RAP) is a popular exercise, especially in repave and
15 reestablishment practices [4]. RAP is a kind of special aggregate gained by breaking,
16 crushing or grinding old asphalt pavement, which are wrapped in aged asphalt, also
17 with mainly 95% good quality aggregates [5]. The use of RAP could decrease the use
18 of natural aggregates, particularly gravel and crushed rock, which reduces a large
19 number of pavement costs, considered from economic points [6]. Except the obvious
20 economic benefits, the environment benefits of RAP have been proved [2, 7]. In
21 addition, using recycled materials in a pavement's base and subbase layers can reduce
22 global warming potential, energy consumption, water consumption, and hazardous
23 waste generation while also increasing the pavement's service life. Meanwhile, the
24 performance of base layer with high percentage RAP is reliable. Apart from that,
25 utilizing recycled materials in the base and subbase layers of new pavement might
26 cause a 21% reduction in life-cycle costs. Specific benefits can be seen in Fig.1 [8].
27 Liu et al. [9] proposed an assessment of GHG (Greenhouse Gas) emission by
28 pavement LCA study. The use of RAP has decreased almost 50% GHG, during the
29 construction stage.

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2 Fig. 1. Benefits of using RAP [8].
3 In North America, recycled materials are used in mostly asphalt pavements right
4 now. U.S. Department of Transportation and Federal Highway Administration
5 published No. FHWA-SA-98-042, named “Pavement Recycling Guidelines for State
6 and Local Governments”, to provide a specification guide of pavement recycling [10].
7 In NCHRP-224, these researchers provide with the test methods on recycling of
8 pavement materials, particularly with regard to material selection, material tests, and
9 laboratory tests [11]. As for NCHRP-960, there are presently no widely accepted
10 quick process control and product acceptance test procedures to guarantee that
11 produced materials meet frequently defined specifications and are suitable for traffic
12 and surfacing. [12].
13 European nations with a high rate of RAP use include Denmark, France, Sweden,
14 and Germany [5]. The incorporation of RAP is advantageous, obviously in reducing
15 the impact of global warming. As a result of these considerations, a linear relationship
16 was established between the rate of incorporation of RAP and the environmental
17 effect [13]. This way (using RAP in new pavement) has been practiced for decades,

1 but the proportions of RAP is small [14], mainly between 30 and 40% [5]. The usage
2 of higher proportions of RAP aggregates and the characteristics of RAP aggregates
3 playing in new pavements are currently limited the development of recycled asphalt
4 mixtures [6].
5 Based on the mixing temperature, recycling technologies can be divided into two
6 ways: hot recycling (HR) and cold recycling (CR). Then, detailed classification
7 according to the location of recycling and the depth of milling, HR involves hot in-
8 place recycling (HIR) and hot central-plant recycling (HCPR). Meanwhile, CR can be
9 classified into three categories, including cold in-place recycling (CIR), cold central-
10 plant recycling (CCPR) and full depth reclamation (FDR) [15]. In terms of
11 environmental effect, economic aspects, and construction safety, CR has greater
12 potential and superior advantages than HR technology [3,16].
13 CIR mills the old pavement surface, usually 5-8 inches. During milling process,
14 there are two procedures should be taken to size the RAP, both crushing and sieving.
15 Then, RAP will be gained with good quality, mixing and paving will be operated in-
16 place [17], the detailed processes are showing in Fig. 2. Comparing with HMA
17 technology, CIR can achieve the goals, including save aggregate consumption, reduce
18 the emissions of greenhouse and harmful gas effectively [18], all of specific datas can
19 be seen in Fig.3.
20
21 Fig. 2. The common processes of CIR.

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2 Fig. 3. The benefits of CIR technology comparing with HMA [16].
3 Specifically speaking, the benefits of CIR are reflected:

4 (1). Ecological benefits. Onsite recycling is possible for most CIR materials. As a
5 result, the CIR reduces the sound level caused by heavy vehicles due to less material
6 transport [19]. In addition, reducing car traffic also contributes to reducing emissions
7 of greenhouse gases. Furthermore, as CIR technology is based on cold asphalt, the
8 temperature of the mixing system usually remains as room temperature or the
9 temperature of construction site during the construction process. CR can significantly
10 reduce asphalt heating, comparing the temperature of HR, which range is 120°C ~
11 160°C. Due to the mix process requires fuel consumption, CIR could reduce
12 significantly fossil fuel consumption and emissions of carbon dioxide [2, 20].
13 (2). Operational benefits. The train systems including the framing, mixing, paving
14 and compacting on the reconstructed roads are used during the road recycling process,
15 which enhance construction and transport security and convenience [21].

1 (3). Sustainable benefits. The recycled asphalt pavement can be recycled to get the
2 new RAP aggregates, otherwise, the new RAP also needs to be examined before
3 construction [2].
4 (4). Equipment benefits. The equipment used in cold-in-place was very mature [1].
5 However, the limitations of CIR, especially on the following points, are relatively
6 high:
7 (1). Curing time and layer of cover is needed, this requires the adjustment
8 according to the field environment during construction.
9 (2). The quality control of the pavement is difficult. On the one hand, the
10 environment and the design of the laboratory on site are quite different. On the other
11 hand, there is no standard design method which is widely accepted.
12 (3). CIR can only be used in the traditional sense for high-quality pavement layers
13 of the bottom layer or low-grade pavement layers of the lower layer.
14 The fundamental restriction of CIR mixture research and application is the lack of a
15 unified standard. As a result, the goal of this paper is to summarize common CIR
16 mixture design methods and evaluate related research from the last ten years.
17 Further, there are no clear specification on the design method of CIR in various
18 countries, and there are differences in the optimal asphalt content, optimal water
19 content, and curing conditions [22-24]. Design methods used in America for CIR
20 mixtures primarily include Mashall method, Superpave method, California method,
21 Pennsylvania method and Oregon method, these methods are designed based on the
22 region and have a certain degree of experience in the design process, especially in
23 California method, Pennsylvania method and Oregon method. In addition to that
24 Mashall method and Superpave method are not completely based on the pavement
25 performance, could not balance the volume properties and performance properties, so
26 that both of them are not suitable for the needs of pavements.
27 In summary, it’s obvious that CIR technology deserves further study owing to the
28 great potential, especially in the requirement of environmental protection and huge
29 market expectation, but the biggest limitation which barrier the development of CIR
30 technology is design methods, mainly stems from two problems, one is the lack of

1 recognized specifications, another is the lack of a balance mix design method which
2 could balance the volume properties and performance properties. For the further
3 development and popularization of CIR technology, and follow up the advancement
4 of CIR technology tightly, this paper is summarized to review and discuss the raw
5 materials and mix design procedure.
6 2. Motivation
7 (1). For the CIR technology, the equipment has achieved preliminary results, but
8 after cold-in-place recycling, the road surface performance cannot be guaranteed. In
9 addition to the specific influencing factors of the road environment of the project, it is
10 particularly important that the laboratory performance and the pavement performance
11 caused by the design method cannot be matched with each other.
12 (2). Compared with the past, the CIR technology of various countries has
13 developed greatly, and more and more projects have been reconstructed by using CIR
14 technology. However, the cold recycling technical specifications of various countries
15 are quite different, and the CIR’s specifications of various countries are summarized.
16 Based on the detailed comparison, it is a comparison of the optimal water content and
17 the comparison of the curing conditions from the specifications. The purpose of this
18 paper is to provide a method guide for the design and evaluation of cold recycling
19 asphalt mixtures.
20 (3). Mixture design method based on volume index is the main factor leading to the
21 inconsistency of relevant performance index between laboratory and field. A balance
22 design method, not only based on the volume index of the mixture, but also adding
23 the performance index into the design process, is imminent.
24 (4). Filter and obtain literature on related topics in the past decade in the search
25 engine, analyze and sort the literature, summarize the research hotspots of CIR
26 technology, and make suggestions for the future direction.
27 3. Raw Materials
28 This study conducted a literature analysis of peer-reviewed journal articles
29 published since 2011, especially in terms of content and quantity, in order to
30 comprehensively understand the research direction and results of the researchers. The

1 source of the literature is based on the Web of Science database, search for "asphalt
2 mixtures" in the search engine, limited to “recycling” and “cold”, manually review
3 and exclude irrelevant literature, finally obtain a total of 193 related literature, the
4 specific results will be shown separately in every section. It should be emphasized
5 that not all references are from the 193 related documents collected this time, but also
6 include other reports, books and other materials read by the author.
7 Due to the complex composition of the final cold in-place asphalt mixture, which
8 consists of RAP, asphalt, aggregate, rejuvenator and stabilizer, the performance of
9 RAP is determined by the properties of its components. Therefore, separately
10 evaluating the materials of CIR mixture is of necessity during construction [25].
11 3.1. Asphalt
12 All the time, RAP was generally identified as “black rock” in CIR mixtures, shown
13 as Fig.4, so aged asphalt contained in RAP was not normally taken into account
14 during the design process of CIR mixtures. Obviously, we cannot confuse aged
15 asphalt with virgin asphalt together. The presence of aged asphalt on the surface of
16 the RAP also has an effect on the overall performance of recycled pavement.
17 Comparing to the surface adsorption of virgin asphalt and RAP, the surface
18 adsorption of the virgin and aggregates is different, shown in Fig. 5. For practical
19 projects, especially in CIR, when mixing asphalt mixtures with RAP, the asphalt
20 membrane on the surface of the RAP is unlikely to be desorbed, it is impossible to
21 mix with newly added asphalt and rejuvenator and then adsorb on the surface of
22 aggregate. The aggregate surface should actually be that the newly added material
23 only interacts with the outer surface of the asphalt membrane on the surface of the
24 RAP. Therefore, this paper will discuss the virgin asphalt and aged asphalt separately.

1
2 Fig. 4. RAP [26].
3
4 Fig. 5. Asphalt mixture model.
5 To assess the preconstruction laboratory testing used in cold in-place recycling

6 across the United States, the Asphalt Recycling and Reclaiming Association do some
7 surveys and the results were shown in Table 1 [27]. The results show that only 25% ~
8 50% of engineers will test the properties of aged asphalt, indicating that the research
9 about the mechanism of aged asphalt in RAP is not complete.
10 Table 1. The frequency of laboratory tests of CIR before construction [27].
Preconstruction Laboratory Testing CIR
Binder Content Frequently
Recovered Binder Properties Often
Note: Often = between 25% and 50% average of agency and contractor with experience
Frequently = greater than 50% average of agency and contractor with experience
11 3.1.1. Virgin asphalt

12 The datas show that the amount of asphalt typically varies from 4% to 7.5% [28].
13 In general, the aged asphalt in RAP and the virgin asphalt in the mixtures form the
14 total binder together.

1 In the literature search results, it is found that the asphalt used in the cold recycling
2 asphalt mixture is mostly matrix asphalt and polymer modified asphalt, all of them
3 need to be treated with emulsifier or foaming agent to reduce its viscosity. Among the
4 193 documents collected, a total of 151 clearly used asphalt, 7 of which used polymer
5 modified asphalt, and the rest used matrix asphalt, the literature of matrix asphalt is
6 used more, accounting for 95.36%, but polymer modified asphalt only accounts
7 4.64%.
8 The penetration grade of the asphalt binder had a considerable impact on the
9 compatibility of the cold recycling mixtures, higher penetration results in lower air
10 void contents in mixtures after a same compaction effort, the result shows that the air
11 void contents of asphalt graded 35/50 is 14.24%, which is higher than that of 70/100
12 asphalt [29].
13 Jiang et al. [30] prepared three modified emulsified asphalt binders, respectively
14 adding Styrene–butadiene rubber (SBR) latex, styrene-ethylene–butylene-styrene
15 (SEBS) copolymer and chloroprene rubber (CR) latex, to evaluate the effect of
16 polymer used in cold recycled mixtures. He stated that adding polymer modifiers
17 enhanced high-temperature performance substantially, and that the use of CR latex
18 appears to be a more effective approach to improve rutting resistance of cold
19 recycling emulsified asphalt mixtures. The addition of SBS polymer modified asphalt
20 to cold recycling asphalt mixtures may improve their high-temperature performance.
21 Latifi found out that acryl polymer additives can improve the bond quality between
22 aggregates and asphalt, in particular, cold recycling asphalt mixtures against moisture
23 damage by increasing aggregate-to-asphalt adhesion [31].
24 3.1.2. Aged asphalt
25 Research about the effect of aged asphalt on the properties of cold recycling
26 emulsified asphalt mixture is not more, until Yan found that the presence of aged
27 asphalt can effectively lower the tension and stress concentration between aggregate
28 and virgin asphalt in the interphase [32]. It also confirms this conclusion, which RAP
29 should not be regarded as “black rock” in cold recycling mixtures [33].
30 After mixing, the process of asphalt blending can be thought as the binder

1 homogenization of aged and virgin asphalt. To directly gain the process of
2 homogenization, Navaro et al. [34] observed the virgin asphalt with clear-colored and
3 aged asphalt under white light and ultraviolet (UV). They discovered the removal of
4 aged asphalt clusters as well as the progressive homogeneity of the aged asphalt and
5 virgin asphalt blend. It was also discovered that the production temperature parameter
6 and mixing duration had a substantial impact on the homogenization process. For the
7 same degree of blending, a 30oC reduction of temperature caused doubled or tripled
8 mixing time. Currently, researchers use atomic force microscopy (AFM) to
9 investigate the microstructures of the “blending zone” which evaluates the interaction
10 of virgin and aged asphalt [35]. With a “blending zone” of about 50 μm, a totally
11 blended “new material” with an intermediate microstructural characteristic was found.
12 It has also been observed that the blending zone dimension is related to the blending
13 temperature and time.
14 The aged asphalt can actually be classified using subjacent and objective analysis.
15 Laboratory tests are objective methods to judge the condition of aged asphalt, it will
16 help engineers to design the contents of the RAP asphalt binder, so it is possible to
17 correctly determine the total content of the asphalt (aged asphalt plus virgin binder).
18 The asphalt content in the RAP is determined in two main ways, provided by
19 AASTOH, they are ignition and solvent extraction [36]. Their advantages and
20 disadvantages are shown in Table 2. Apart from that, we can identify the performance
21 of aged asphalt by using rheological indicators such as penetration value, viscosity,
22 and softening point, among others, but that the basic of all the rheological indicators is
23 aged asphalt by solvent extraction, the changes of aged asphalt properties cannot be
24 evaluated during the solvent extraction.
25 Trichloroethylene is the most effective solvent for staged extraction, also has the
26 highest dissolution rate. The aged asphalt is observed to be homogeneous by
27 evaluating the film thickness after solvent. Finally, a step-extraction method using
28 trichloroethylene, with variable wash times, was developed as a convenient process
29 improving on the typical extraction [37]. After that, Zhao et al. [38] quantify the rate
30 at which aged asphalt was mobilized for cold recycling asphalt mixtures with 80%

1 RAP, find that the aged asphalt mobilization rate decreased as the proportion of RAP
2 increased.
3 Table 2. Characteristics comparison of ignition and solvent extraction.
Test Advantages Disadvantages The pictures of test
methods methods
Ignition It has a simple A part of RAP will be
procession; degraded after ignition;
The repeatability The results of asphalt
and reproducibility content require correction
are better than to estimate after tests;
solvent extraction Whether suits CIR
method. projects, to some extent, it
depends on local
construction experience;
This method cannot get
the aged asphalt of RAP.
Solvent It could get the aged The use solvents will
extraction asphalt of RAP affect the performance of
directly. the aged asphalt in next
period tests;
The operation of this
method is inconvenient;
4 3.2. RAP and Virgin Aggregates

5 RAP is generally constructed by bonding of old aggregate, filler and aged asphalt,
6 displaying variable physical and mechanical characteristics. In the process of cold-in-
7 place recycling, it is often necessary to add virgin aggregates to achieve the purpose
8 of adjusting the gradation of the mixture. Therefore, RAP and virgin aggregate should
9 be considered separately.
10 3.2.1. RAP
11 As for the research of RAP, the RAP’s content should not be ignored. In terms of
12 the relation between rap’s content and thermal cracking behavior, mixtures with 40%
13 of RAP demonstrate better than only RAP [30]. As the RAP content is up to 70%, the

1 thermal regeneration process and the warm regeneration process (different recovery
2 times) will not affect the overall linear thermal rheological properties of the RAP
3 mixture [39]. Comparing with Hot Mix Asphalt (HMA),both of them are used in the
4 base layer, the presence of 100% RAP within the mixtures does not appear to reduce
5 the compatibility [40].
6 A particular attention needs to be paid for the characteristic of initial virgin
7 aggregate of the recycled asphalt pavement (RAP), especially the initial gradation.
8 RAP characteristics have a major influence on the design, manufacture, stock and
9 usage variations of CIRs. The aggregate features of the RAP were provided by
10 Katimath [41]. Yan and Zhang [42] revealed the link between RAP aggregate features
11 and the performance of cold recycling mixes of asphalt emulsion. The virgin
12 aggregate can be utilized to fulfill recycled material grading standards or to repair
13 structural weaknesses. One of the most critical elements influences the performance
14 of cold recycling asphalt mixtures is the agglomeration of RAP particles [43].
15 However, there is little information about the agglomeration property of RAP to help
16 with the structural of cold recycling mixtures [44]. Several researches have been
17 conducted to investigate RAP's agglomeration feature. Using an extraction test, a
18 cantabro-crushing test, and an aggregate imaging measure system (AIMS), Xu et al.
19 [43] chose the particle composition, clustering degree, crushing value, and stability to
20 evaluate the characteristic of RAP and concluded that avoiding the weak RAP is of
21 importance in recycling process. The moisture stability and fatigue resistance of cold
22 recycling asphalt mixture will be insufficient as the increase of RAP particle
23 agglomeration. The breakdown of RAP aggregate limits the use of a higher proportion
24 RAP using in the new mixture [45]. Raschia et al. [46] studied the laboratory
25 mechanical characteristic of cold recycling mixtures with different RAP sources, thus
26 they find the source of RAP influence the asphalt mixtures, especially RAP’
27 maximum size.
28 Godenzoni et al. [47] evaluate the complex modulus of cold recycling foamed
29 asphalt mixtures and different contents of reclaimed asphalt. Properly pulverizing
30 RAP, adding virgin aggregates, and fine-grading design can increase tensile strength

1 retained (TSR), thereby reducing the agglomeration of RAP and improving the bond
2 between RAP and binder [48]. Ma et al. [49] estimated the performance of RAP in the
3 system of cold-in-place recycling of asphalt pavement. The cohesion test is capable of
4 clearly distinguishing RAP and can be used to efficiently classify RAP [50]. Fig. 6.
5 shows the broken mechanism of RAP, after outside force.
7 Fig. 6. The broken mechanism of RAP.
8 In order to modify the asphalt on the surface of RAP, Wang et al.[50] used two
9 kinds of surfactant, including slurry of hydrated lime (Ca(OH)2) (S-Ca) and slurry of
10 silane coupling agent (SCA) modified Ca(OH)2(S-Si-Ca), which improve the
11 adhesion between emulsified asphalt and RAP.
12 3.2.2. Virgin aggregate
13 The gradation (from milling or from the crush of core samples) of RAP material
14 cannot comply with the specifications of the recycled layer (such as the base layer and
15 the bonding layer). Consequently, in certain situations, the gradation of recycled
16 materials requires adding some fine or coarse aggregates. In certain situations, for
17 example, tar sand may be part of the RAP material, so the recycled materials should
18 be supplemented by fresh aggregates at this point to make gradation coarser to be
19 more. Therefore, the gradation of virgin aggregate have a great effect on cold-in-place
20 pavement, this conclusion has been proved [51-52].
21 Zhu et al. [53] pointed that mixtures which have optimized gradation will own
22 superior performance, through comparing the final and long-term performance of cold
23 recycling mixtures with different gradations. Aggregate gradation has a great
24 influence in the dynamic modulus, especially in high temperatures or low frequencies,
25 but not significant at low temperatures or high frequencies [54]. Through using a
26 sieve with 25 mm aperture to divide the aggregate, Moghadam and Mollashahi [55]
27 found that the mixtures prepared with aggregates larger than 25 mm is different from

1 the mixtures with 25 mm and smaller size, especially in mechanical characteristics
2 and moisture susceptibility. Ma et al. [56] pointed that the fine gradation design is
3 beneficial for improving the bonding of RAP and asphalt. Dal Ben et al. [57] used
4 PFC2D software to build a discrete element model of RAP, and simulated the break
5 of RAP during compaction, this break will cause the alteration of gradation during the
6 mixing process. The finding is that as rolling periods were increased, the amount of
7 damaged RAP particles increased, resulting in a change in the gradation of the
8 mixtures. RAP evaluation indicators have been defined. This conclusion was
9 confirmed, the gradation of the RAP influences the amount of recycling additive and
10 the final performance of mixtures, because cold milling led RAP agglomerates split
11 into coarse angular particles, which is not easily broken down by traffic.
12 3.3. Stabilizer
13 Asphalt stabilizing agents generated usually from soft asphalt used on the road [58-
14 59]. Together with the use of asphalt stabilizers, CIR technology is of great
15 popularization. Meanwhile, it is widely accepted that the mixture design methods and
16 construction technologies have played essential roles in economy and the
17 environment. Two regularly utilized asphalt stabilizers occur: asphalt emulsified and
18 asphalt foamed, both can be used to support a wide variety of flooring materials [60-
19 61]. During the stabilization, asphalt disperses continuously, a distinctive
20 characteristic of the stabilized asphalt material. Among the 151 documents that clearly
21 use stabilizer, 121 documents use emulsion, 21 documents use foam agents, and 9
22 documents use both stabilizers. Fig. 7. represents the ratio of different stabilizers.
9
21
121
Emulsion Foam Both Emulsion and Foam

23

1 Fig. 7. The ratio of different stabilizers used in 193 related articles.
2 3.3.1. Foamed asphalt

3 The recent attraction of foaming in CRC projects has been the benefits of high
4 strength, BSM adaptability, a smaller building duration, less maintenance work and a
5 rapid opening up of traffic [62-63]. Minotra et al. [64] evaluated by laboratory and
6 field testing the first national road treated with molded asphalt in India. The results
7 have shown that the foaming temperature is closely related to the mechanical qualities
8 of the spray-treated CR mixture.
9 The performance data for those two CIR-emulsion road were generated using a
10 Falling Weight Deflectometer and an Automatic Road Analyzer. The results showed
11 that BSM-emulsion performed similarly to BSM-foam. However, foamed asphalt is
12 widely accepted and used generally as asphalt stabilizing agent. In addition, Kim et al.
13 [65] found that 1.3 percent water content produced the best foaming properties. The
14 ideal foamed asphalt concentration was modified to 2.5 percent by tests. Find out the
15 optimal moist asphalt contents with the wet indirect tensile stiffness as an effective
16 index. Foamed asphalt is a material potentially suitable for airport pavement [66].
17 Kim et al. [65] researched the impacts on the dynamic modulus and flow number of
18 different contents of foamed asphalt in 2007 and 2009. The results showed that the
19 number of the flow fluctuated considerably as the content of asphalt sprayed changed.
20 But the flow number did not alter as the content grew from 1,0 to 3,0%. In foamed
21 mixtures, owing to less asphalt content at optimization, causing the decrease of
22 allowable. It gives rise to the increase of thickness of pavement layer [67]. However,
23 foamed pavement provides benefit in terms of cost than emulsified pavement [21]. In
24 general, the increase of indirect tensile strength of CIR samples is not obvious in early
25 stage of curing, however the strength increased with curing time. When the curing
26 time is constant, compared with samples, CIR-foam samples own more tensile
27 strength. With the increase of curing time and decline of moisture content, dynamic
28 modulus and flow numbers raised. At the same moisture content, the specimens used
29 foamed asphalt presents greater dynamic modulus and flow numbers than that
30 specimens used emulsified asphalt [68]. Loizos at al. [69] studied the behavior of in

1 situ stress-dependent in foamed asphalt-treated pavement materials. Fan et al. [70]
2 researched the shear behavior between layers of foamed asphalt cold recycled
3 pavement.
4 As for early strength of for cold recycling asphalt mixture using foamed asphalt, Li
5 conducted the microscopic testing and mechanical performance research [71].Under
6 the condition of the water and no water, the interaction between RAP and cement or
7 foamed asphalt was studied by molecular simulation method to demonstrate the
mechanisms of strength development and deterioration of foamed asphalt cold
sta
8
ENRA
insolvent
9 recycled mixture [72].
10
11
& 3.3.2. Emulsified asphalt
Generally, the common emulsions utilized as a recycling agent include HFMS-2
12 (High-Flow Setting with Solvent), HFMS-2p (High-Float A polymer Medium
13 Emulsion), CSS-1 (Cationic Slow Setting), etc. The characteristics of the three kinds
14 emulsified asphalt are as shown in Table 3. From that, we can conclude that most of
15 CIR projects tend to use the guide for asphalt type and grade as shown in Table 4,
16 provided by The Asphalt Institute’s MS-19 Basic Asphalt Emulsion Manual MS-19.
17 Table 3. Characteristics of three kinds emulsified asphalt.
Usual emulsion Essence Characteristics References
HFMS-2s High-flow medium-  Stability, faster setting and [73]
setting with solvent better workability in
summer;
 High float;
 Require additional solvents
in process.
HFMS-2p High-float medium-  Similar to HFMS-2S; [74]
setting emulsion  Modified with polymer; [75] [76]
modified with a  Recycled mixes have
polymer better stability and more
stable.
CSS-1 Cationic slow setting  Do not require solvent in [32]
process; [77]
 Sufficient workable [78]
duration; [79]

 Slow set emulsion; [80]
 Be sensitive to rain. [81]
[82]
[83]
[84]
[85]
CMS Cationic medium  Faster set emulsion. [86]
setting
2 Table 4. Guide for asphalt type and grade [36].
3 The optimal emulsion content, which depends on bulk specific gravity, initial
4 resilient modulus and final resilient modulus, is one of the essential parameters in the
5 CIR-emulsion mix design [87]. The study determined optimal emulsified asphalt
6 concentration, which includes dynamic module, flow time, according to on short and
7 long-time properties. Findings showed that the emulsion type affected the materials'
8 flow number, flow time and dynamic module. Based on the outcome of raveling loss,
9 the optimal emulsified asphalt content is simultaneously 1.5%.
10 3.4. Rejuvenator
11 The time, temperature and sequence of mixing need to be considered in the
12 selection of the rejuvenator. Basically, the asphalt performance after adding the
13 rejuvenator is the main factor in determining the choice of the rejuvenator, it can also
14 be considered in terms of compatibility and environmental aspects. Herein, the
15 environmental affection specifically refers to whether the use of rejuvenator whether

1 is harmful to soil and water resources after being applied to the road.
2
3
-
3.4.1. Chemical rejuvenator
Because of the low cost and wide availability, cement and lime are the basic
4 chemical rejuvenators both are often used as rejuvenator agent. Furthermore, cement
5 gives recyclable materials increased strength.
6 Yang [88] used a scanning electron microscope (SEM) to study the relation
7 between the mechanical performance of recycling mixtures and the microstructure of
8 the binder. According to the findings, using cement in recycling mixtures can increase
9 the whole performance. Many researchers are conducted on the usage of cement
10 combining with foamed asphalt. In order to examine the mechanical properties of cold
11 recycling foamed asphalt mixtures with different active filler, Huan chose four types
12 active filler and four contents to prepare the specimens. The active filler, including
13 Portland cement, hydrated lime, quicklime, and fly ash, were blended with different
14 contents. Loizos and Papavasiliou [89] used cement and foamed asphalt as stabilizers
15 to alleviate the severe cracking problem. After three years of operation, the in-service
16 state of this road was analyzed using the falling weight deflectometer (FWD), and the
17 results showed this composite stabilizer is beneficial to prevent cracking. Losa [90]
18 used not only the foamed asphalt but also the cement as stabilizers, evaluated the
19 effect of cement in mixtures and the mechanism of cement on mixtures performance,
20 and also introduced a new explanation of fatigue life for foamed asphalt stabilization
21 based on the data, with implications for pavement design.
22 Cement is routinely added to emulsion asphalt to expedite emulsion breaking and
23 save construction time [91]. The hydration mechanism of the cement slurry-asphalt
24 emulsion was investigated in order to explore the microstructure and mechanical
25 properties, samples were cored. The asphalt droplets have a good dispersion effect in
26 the hydrated cement paste, according to SEM data [92]. Berthelot et al. [93]
27 investigated the material characterization influence of a composite stabilizer
28 composed of asphalt emulsion and cement. It was discovered that using this
29 composite stabilizer can reduce the breaking time and cut down the paving period.
30 Cement is widely utilized to increase the strength as an activator while retaining the

1 flexibility of materials, with improved overall performance. For foamed asphalt and
2 emulsified asphalt, the mechanism of action when cement is combined with the two is
3 different, as for foamed asphalt, the active filler serves as a dispersion catalyst. While
4 for emulsified asphalt, active filler might hasten breaking.
5 Lime is the chosen stabilization agent for plastic materials because the primary
6 constituent, free lime, may easily work with substances such as water, resulting in the
7 development of strength. Lime can diminish the plasticity of mixtures through
8 hydration, in the meanwhile, it also reacts with clay particles. Lime is also helpful in
9 minimizing the hydration swelling and providing the sufficient bearing capacity. The
10 types of lime which are frequently utilized in CIR projects are limestone, hydrated
11 lime slurry, and hydrated lime. Simultaneously, the state of lime also affects the
12 efficacy. Niazi and Jalili [94] investigated the effect of lime and cement on the
13 characteristics of a CR-emulsified asphalt mixtures. According to the findings, both
14 lime and cement might improve the performance of CIR mixtures against moisture
15 damage and permanent deformation. Furthermore, the outcomes were improved when
16 hydrated lime was used. However, the use of Portland cement is more common,
17 whereas the production of lime slurry is significantly more complex [95]. The
18 influence of Lime on the short-term characteristics of CIR emulsified asphalt mixes
19 has been examined [96]. Limestone is highly recommended as an active filler based
20 on data acquired by FWD [97].
21 -
3.4.2. New rejuvenator
22 Further study has examined the feasibility to rejuvenate the aged binder in order to
23 increase the RAP use of asphalt recycling mixes. Rejuvenating additives or recycled
24 chemicals that assist restaurant the mechanical property of the aged binder may
25 usually be described as rejuvenating agents [98-99]. The use of rejuvenators softens
26 the aging binder by increasing the content, thereby reducing the rigidity and
27 improving the ductility. Different materials, including plant oils, waste-derived oils
28 and refinery oils, can be employed for rejuvenation according to past research [100-
29 101]. The impact of bio-based oils upon the characteristics of recycled HMA was
30 examined by Mangiafico [102] and their results showed that bio-based oil reduces

1 complicated MO and enhances the fatigue performance of high RAP recycled HMA.
2 A further investigation suggests that the impact on fluidity in high-aged binders is
3 similar to that of vegetable oils and maltenes, but the rejuvenated binding agent with
4 vegetable oil shows the greatest thermal performances [103]. However, the vegetable
5 oil may cause the regenerated HMA to be highly moisturized and the adhesion
6 boosting ingredient may be required [104]. Motor-oils recycled were utilized as
7 rejuvenating agents and recommended a reduction in mixing temperature and the
8 deformation to permanent recycled HMA rejuvenated by motor-oil [105]. The
9 innovation of utilizing waste cooking oil to revitalize aging binders was studied by
10 Asli [106]. The results showed that waste cooking oil not only decreased the
11 Asphaltenes/Maltenes ratio but also rejuvenation of the RAP binder's physical
12 characteristics. The rejuvenated binder had a comparable routing resistance and
13 improved fatigue resilience to the composite rubber oil and pongamia oil to recover
14 the characteristics of the aged binder [107]. In short, the incorporation of rejuvenators
15 can be a common way of encouraging the use of RAPs to HMA production. In short,
16 there is unanimity. However, all of the preceding research largely concentrated on
17 recovering the characteristics of aged binders and recycled mixes using various
18 rejuvenators. There is yet no comprehensive investigation into the impact of the
19 viscosity of the rejuvenator on chemical compositions, rheological and mechanical
20 characteristics of aged binders.
21 4. Design Method
22 The traditional asphalt mixture design method is no longer suitable for the CIR
23 mixture design, because of the characteristics of RAP, which are the following:
24 (1). RAP contains aged asphalt, which could improve the indirect tensile strength,
25 high-temperature stability, moisture resistance and fatigue performance of cold
26 recycling emulsified asphalt mixtures. So that it is necessary to test the material
27 properties of aged asphalt [32].
28 (2). The RAP aggregates will change after milling, it is important to measure the
29 gradation usually have to be adjusted to suit the needs of the project by adding new
30 aggregates.

1 No country has currently developed a unified design method for cold asphalt
2 recycled. However, some organizations have developed more comprehensive methods
3 of mixing design. Design methods used in America for CIR mixtures primarily
4 include the AASHTOH method, the method of the Asphalt Institute, the California
5 method, and that of Pennsylvania. In general, Fig. 8. shows the common mixture
6 design process:
7 (1). Collect samples at the site and determine representative RAP samples
8 characteristics, in particular the gradients for RAP and the aggregated properties
9 following the extraction of asphalt, the contents of the RAP binder and the properties
10 of the aged asphalt.
11 (2). Select and determine the appropriate regenerant.
12 (3). Use an appropriate compaction method to prepare test pieces and evaluate
13 performance.
14 (4). The laboratory ratio should be determined and adapted during the construction
15 process in accordance with site requirements.
16 Among the 207 statistical documents, a total of 42 documents have clarified the
17 design method, of which 26 are the Marshall design method or the improved Marshall
18 design method, the articles that use Superpave design method is 3, the number of
19 articles which use balance design method is 5, and the number of Bailey method is 2
20 articles, 2 articles accept ARRA design method, 1 article for Wrighten method, 3
21 articles use Italian specification. Fig. 9 has shown the results.

2%
7%
4%
11%
7% 58%
Marshall Superpave Bailey ARRA Wrighten Italian Balance

1
2 Fig. 8. The results of design method that accounts the total articles.
3
4 Fig. 9. The common mixture design process.
5 4.1. Marshall method and improved Marshall method

6 Currently, the Marshall design method is the most extensive and widely used

1 method of asphalt blending. The design technique of Marshall is essentially a volume
2 method that has obvious conditions on mixture density, void ratio and mineral gap
3 ratios. We have to say that the Marshall method still has certain advantages as a way
4 of designing asphalt mixtures:
5 (1). The approach is easy and simple to use;
6 (2). Economic testing equipment;
7 (3). It adopts the volume method and highlights density and porosity.
8 4.1.1. Design process and key control parameters
9 Marshall method restrict random sampling technique from filed, where random
10 samples are collected from lot of the sampling region, stratified random samples are
11 typically suggested. The number of sampling lots and samples per lot varies
12 depending on the project's length and traffic. For bigger works with a length of more
13 than 4 miles (6.4 kilometers), one random sample each lane 5/8 lane mile (kilometer)
14 is generally suggested, with a minimum of six samples per project. Due to the higher
15 variability encountered with urban asphalt pavements, some propose sampling
16 frequency of five samples each 5/8 lane mile (kilometer) or one per block in urban
17 areas. One of the most prominent characteristics of the Marshall technique is the
18 compaction method, which has been employed by certain agencies in hot-in-place
19 asphalt mixes at temperatures of 140 oF (60 °C) utilizing 50 blow Marshall
20 compaction. However, this is rather undesired because the temperature of the mix in
21 CIR recycling never exceeds this considerable degree. Recent research has showed
22 that 75 blow Marshall compaction at field mix ambient temperatures of around 100oF
23 (40 °C) produced densities close to field densities. Compaction using the SGC has
24 been demonstrated to function with CR samples. Fig. 10 shows the basic process of
25 Marshall method.

1
2 Fig. 10. Basic process of Marshall method.
3 Specimens are compacted to 50 blows with the Marshall hammer, and then cured
4 from 16 to 24 h, followed by a further 25 blows per person. The ideal level of
5 emulsion can be determined on the basis of air void content (8 to 12%), the stability
6 and flow value of the Marshall specimen. Improved design methods were also used in
7 some Member States. The difference was that the improved design method of
8 Marshall required 50 blows each face. Then curing in the mould for 12 h at 60 °C
9 (140oF). Through series of tests, i.e. bulk gravity, maximum special gravity, stability
10 and flow values, the optimal emulsion content is subsequently determined. In
11 addition, the range of the design process recommended air vacuum content is from

1 9% to 14%.
2 In the improved Marshall process, the water content is an important parameter. The
3 method requires that the designed mixture has 3% of its total water content (water in
4 emulsion and water in rap + mixing water to be added).
5 Authors such as Amouzadeh and Modarres, on the other hand, favored the
6 improved Marshall method approach for designing the cold recycling asphalt mixture
7 [85]. The specimens were compacted using the Marshall hammer, 50 blows on each
8 side. Dolycki and Jaskula [108] used the Marshall approach to estimate the optimal
9 moisture level for the tested mixtures, taking into consideration the water in the
10 asphalt emulsion as well as an extra wetting impact from the asphalt in the emulsion.
11 Six combinations with different cement and asphalt emulsion content were prepared.
12 Specimens for testing were compacted with 75 blows per side in a Marshall
13 compactor. According to the improved Marshall method, Pi prepared the cold
14 recycling asphalt mixtures and evaluated the technical performance of the designed
15 mixtures, including high-temperature stability, moisture sensitivity, and fatigue
16 performance, the cold recycling emulsified asphalt mixtures have good high-
17 temperature stability and moisture sensitivity, and can meet the requirements of the
18 road base layer and the lower layer [109]. The densities obtained by field testing with
19 a nuclear gauge are likewise higher than those gained using this approach. One
20 probable cause of this issue is the RAP's gradation, which contains a very little
21 quantity of fine particles. The coarse RAP prevents adequate compaction [76].

1
2 Fig. 11. The sample procedure of Marshall method: (a) Sample placement; (b) Sample mixing;
3 (c) Sample placement; (d) Mould placement; (e) Hammer placement; (f) Compacted specimen
4 weighing [110].
5 4.1.2. Design method evaluation

6 However, the Marshall design method has demonstrated increasingly its
7 limitations, mainly on the following points, as new process and new materials
8 continue to emerge:
9 (1). The molding of the test part is incapable of simulating driving compaction. The
10 molding of the test part uses the compaction method in the Marshall design method.
11 Firstly, there is no relationship to the rolling function of the actual material on the
12 pavement and the amount of transport involved in the numbers of compactions. The
13 impact force and the floor pressure of the vehicle tires are significantly different. The
14 compaction method can, on the other hand, easily break up some particles, changing
15 the mixture gradation. Furthermore, the constraints on asphalt blend of the Marshall
16 test model different from the actual stress conditions of the flooring material. The
17 compaction method of Marshall's impacts does not lead to a directional rearrangement
18 of aggregates, which leads to reduced density of the mixture and is often used for
19 construction control. This results in a small density and an excessive void ratio for the
20 structure of the pavement. SHRP has performed correlation analysis on the
21 engineering properties of rotating compaction, wheel-rolling compaction, Marshall

1 compaction, and pavement core drilling specimens, and found that the engineering
2 properties of Marshall specimens have the worst correlation with the engineering
3 properties of pavement core drilling specimens.
4 (2). The demands for different traffic volumes on the technical indicators of asphalt
5 combinations cannot be distinguished accurately. In the Marshall method, the traffic
6 volume is simply divided into light, medium and heavy traffic volumes and the three
7 traffic volumes are simulated with various compaction times. For the volumetric
8 properties of the asphalt mixture, this approach is too rough and straight forward. In
9 addition, even the maximum compaction times in Marshall cannot simulate the
10 situation at the end of actual road operation with regard to road overload and heavy
11 load conditions.
12 (3). The design of the mix ratio does not include a selection of the mineral added
13 gradation. When the Marshall design method is used to design the mix ratio, the
14 overall gradation is basically prepared according to the standard gradation mean
15 value, and it is not possible to select the overall gradation.
16 4.2. Hveem method and improved Hveem method
17 The Nevada Department of Transportation (NDOT) now uses the Hveem technique
18 to develop asphalt concrete (AC) mixes (both hot and warm mixed asphalt). The
19 Hveem mix design idea is to calculate the quantity of asphalt binder necessary to
20 achieve high stability. It can be performed by aggregate interlock and high film
21 thickness without bleeding with the aim of strong long-term durability through.
23 The basis of mixture design is to find the best amount of asphalt mixture to achieve
24 the expected performance. The Hveem method requires that for each combination of
25 emulsion type, gradation, and lime slurry, the sample should be prepared according to
26 the dry weight of the RAP material at four emulsion content levels to prepare the CIR
27 mixture and compacted into a 2.5-inch height sample. Fig. 12 shows the compaction
28 of Hveem method. Fig. 13 illustrates the processes of Hveem method. The general
29 Hveem method is composed of these steps:
30 (1). Assess the Mr of cores from various sites across the project.

1 (2). Examine the moisture-density curves to figure out the optimal water content.
2 (3). Combine and compact specimens with three binder components, with and
3 without lime, at the optimal moisture content.
4 (4). Cure three samples at each curing step and test for Mr and tensile strength
5 (TS).
6 (5). Cure six samples in the final curing step and test for moisture sensitivity.
7 Select the optimal asphalt content provides a high level of early stability and
8 resistance to moisture damage. A high degree of early stability is defined as a Mr
9 value more than 150 ksi, and a high level of resistance to moisture resistance is
10 defined as a retained strength ratio greater than 70%. Most CIR mixes will not gain a
11 4 % ideal design air voids level, and any air voids level from 8 to 10% is acceptable.
12 It should be noted that the unique of Hveem method is their curing stages, comparing
13 with other method, includes early, end and long-term as described as follow:
14 (1). Initial Curing: compacted CIR samples are placed in the mold at 77oF for 15
15 hours. Once the curing is performed, the samples need to get rid of the molds and
16 placed at room temperature for 3 hours before testing.
17 (2). Final Curing: compacted CIR samples need to get rid of the molds and placed
18 in an oven at 140 oF for 3 days. Following oven curing, the samples were cured at
19 room temperature for 3 hours before conducting and testing.
20 (3). Long time curing: compacted CIR samples need to get rid of the molds and
21 placed in an oven at 140 oF for 30 days.
22 The stability of the combination was evaluated during the early and end curing
23 stages. The long-time aging was utilized to compare the performance of project field
24 cores.
25 Sebaaly et. al. [111] pointed additional steps should be added to in Hveem mix
26 design process:
27 (1). In order to ensure the performance of RAP, the in-place materials need to
28 estimate.
29 (2). With the aim of bigger in-place density, the optimum water content needs to
30 estimate.

1 (3). Estimate the stability of the CIR mixtures in order to ensure good long-term
2 performance.
3 (4). Evaluate water stability of the CIR mixture which is important for ensuring the
4 excellent performance of pavement under moisture conditions.
6 Fig. 12. Hveem compaction [112].

1
2 Fig. 13. The processes of Hveem method.

4 Castaneda [113] used Superpave method and Hveem method to obtain the different
5 OEC, the difference between the Superpave and Hveem OEC’s is less. The dry and
6 wet tensile strengths of the CIR mixes gained by Hveem mix design appears to be
7 higher than that using Superpave technique.
8 4.3. Oregon State method
10 This method is used to choose an original amount for the recycled mixture of
11 emulsified asphalt (100 percent RAP material). The design steps involve adjustments
12 of the base amount of emulsified asphalt of 1.2% (RAP material weight ratio) to the
13 aggregate and reconstituted asphalt properties. Only for use as regenerative agents is
14 this method suitable for cationic neutralization and anionic neutralization (HFE-150).
15 The RAP after frying is first tested for penetration (25 °C) and absolute viscosity
16 (60°C) of the restored asphalt with a diametric size of 12.5 mm, 6.3 mm, and 2.0 mm

1 etc. Using follower formula to calculate the amount of emulsified asphalt:
2 ECEST = 1. 2+ AG+ AAC+ APV
3 (1)
4 where ECEST is the estimated amount of emulsified asphalt, %; 1.2 is the baseline
5 amount of emulsion, %; AG is the adjustment amount according to the milling
6 material gradation; AAC is the adjustment amount according to the residual asphalt
7 content of the milling material; APV is the adjustment amount based on the
8 penetration or viscosity of the milling material.
9 Fig. 14 illustrates the emulsion content adjustments for gradation, asphalt content,
10 and asphalt softness. An example is given: the characteristics of RAP are 58% passing
11 the 1/4-inch screen on the 16-inch milling machine, 7% residual asphalt, a penetration
12 of 20 dmm, and a viscosity of 19000 poises. So ECEST should be adjusted by those
13 process: 0.0% for gradation, decrease 0.5% for asphalt content, and 0.0% for
14 penetration Viscosity. Finally, the estimated emulsion content will be calculated by
15 Formula 1, the results will be 0.7%. Fig. 15 illustrates the process of Oregon State
16 method.
17
18 Fig. 14. The emulsion content adjustments for gradation, asphalt Content, and asphalt Softness.

1
2 Fig. 15. The process of Oregon State method.
3 In this method, for the case of falling to the edge, the lower estimated emulsified
4 asphalt dosage ECEST is used. If there is a difference between the penetration and the
5 adjustment amount of viscosity, the lower estimated emulsified asphalt dosage
6 ECEST is also used. The amount of water is determined based on the total liquid
7 content required.
9 Oregon State method requires the design of cold recycling emulsion asphalt
10 mixtures from many aspects. Comparing with other design methods, the biggest
11 difference of this method is that the method for estimating the emulsion content is of

1 local experience, without preparing samples and testing the volume index or
2 performance index of the mixture to determine the optimal asphalt content and
3 optimal water content. Therefore, those determine that Oregon State method is not
4 universal for all CIR pavement. However, this also shows that this method is easy to
5 operate and saves time and manpower.
6 4.4. Pennsylvania method and other state specification
7 Pennsylvania method requires 15 six-inch diameter cores (or 5 bags of rap) in
8 sampling process. Before crushing the samples in laboratory jaw crusher, thickness
9 and type of layers should be recorded, apart from that, the aggregate type in each
10 layer is also needed. Pennsylvania method explains in detail how to sample from
11 pavement boreholes, the gradation of crushed RAP materials, and how to sample on-
12 site milling materials. On-site milling samples should use 38 mm, 25 mm, 20 mm, 9.5
13 mm and 4.75 mm sieves to check their gradation. The specification requires the
14 determination of the viscosity of the aged asphalt after extraction from the RAP
15 material, the determination method of the grade and dosage of the regenerant, and a
16 brief description of the maintenance method of the laboratory sample. The mixture
17 design test includes the density, porosity and stability test of the compacted specimen.
18 The compare of CIR design’s stipulation between Pennsylvania, Minnesota and
19 Ontario is shown in Table 5.
20 Table 5. The compare of CIR design’s stipulation between Pennsylvania, Minnesota and Ontario
21 [114].
State/Province Pennsylvania Minnesota Ontario
Binder Content 2.0, 2.5, 3.0, and 3.5% 1, 1.5, 2, and 3% 0.5, 1.0, 1.5, 2.0, and
2.5%
Water Content 3 to 7% 4% (Total liquid 4.5% (total liquid
content). content).
Compaction 75 blows at 73oF 40 or 150 gyrations Firstly, 50 blows;
(using Marshall). (using SGC). Then curing for 24h;
Finally, 25 blows
(using Marshall).
Curing First stage: In the From 24 h to 168 h. 72h at 140oF.
mold at 77oF for 15 h;

Second stage: 3 days
at 104oF.
Volumetrics Resilient modulus and Resilient modulus, Air voids between 8
Bulk Specific Gravity. Bulk Specific Gravity, and 12%. Minimum
and Maximum Marshall Stability of
Specific gravity. 2000 lbs at 72oF.
1 4.5. Superpave method

2 In the past 50 years, the international paving business has been controlled by
3 Marshall Asphalt Mix Designs considering impact compaction. The Superpave mix
4 design method, on the other hand, introduced additional challenges and opportunities
5 to the compaction process. With the SGC, which enables the test height to be
6 monitored after each rotation and offers a superior simulation of compactation than
7 prior compactors, Superpave has made possible a deeper understanding of the
8 compaction process. Although after every blast with the Marshall hammer a
9 mechanism is available for monitoring specimen height, the breakup of aggregates
10 remains one of the major problems of the compaction procedure [115]. The designs of
11 mixtures both Marshall and Superpave are associated with volumetric parameters.
12 Several researches have doubted the conventional Marshall compaction method since
13 it does not resemble the one in the field [116]. Nowadays, the major compaction
14 process in various nations is turning into the gyratory compactor Superpave (SGC)
15 [117]. There are several references using the gyratory compactor as the laboratory
16 compaction of cold recycling mixtures in the literature. The gyratory compactor with
17 a constant compaction pressure of 600 kPa, an external angle of 1.25, and a gyration
18 rate of 30 rpm was utilized by the majority of the researchers in the first instance
19 [118]. Sangiorgi et al. [119] produced nine specimens for each of the mixes using
20 gyratory compaction at 180 gyrations. Each specimen weighed 4500 g and measured
21 150 mm in diameter. The compaction curves produced during gyratory compaction
22 were adopted to estimate the workability and volumetric characteristics of the
23 mixtures. After compaction, the volumetric parameter can be obtained based on the
24 air voids content of samples. In another study [81], SGC was used to create 170 mm
25 high and 150 mm diameter cylinder specimens of cold recycling emulsified asphalt

1 mixtures. Graziani et al. [120] compacted specimens utilizing a shear gyratory
2 compactor (SGC) with a 150 mm diameter mould and 180 gyrations of compaction
3 operation. Because increasing total water content aids in lowering specimen final
4 volume, it should be as high as feasible. Fig. 16 illustrates the specimens’ procedures
5 of Superpave method.
6 Flores et al. [121] investigated the energy of compaction and the mechanical
7 properties of mixture. It was possible to calculate the amount of energy that the
8 gyratory compactor would need to produce an approximate degree of field
9 compaction. Gao et al. [122] put forward the primary compactibility energy index
10 (PCEI) and secondary compactibility energy index (SCEI) of CIR, which are
11 calculated from the gyration compaction curve and used to assess the effect of
12 compaction temperature, asphalt emulsion content, moisture content, aggregate
13 gradation, and initial curing time. A new approach for determining the optimal
14 moisture content of CIR is proposed based on the influence of moisture content on
15 PCEI and SCEI.
16
17 Fig. 16. The specimens procedures of Superpave method: (a) Sample mixing; (b) Mould
18 preparation; (c) Sample placement; (d) Mould placement; (e) Parameter selection; (f) Extrusion of
19 compacted specimen [106].
20 4.5.1 Design process and key control parameters

1 In order to incorporation of reclaimed asphalt pavement in the Superpave System,
2 Mcdaniel and Anderson (2001) [123] recommended the optimum laboratory
3 procedures for developing the blending charts, including a modification of the SHRP
4 extraction/recovery procedure. It should be notably that one sample should be taken in
5 each 1.6 lane km (1 lane-mi) at least. Besides, each sample should have three cores.
6 Furthermore, cores can be sawed into layers for testing, or the entire depth to be
7 milled or recycled can be mixed. One of the most interesting things is that in the
8 process of selecting virgin asphalt binder, there are two methods, one of which is the
9 downgrade method, and the other is the mixed graph method. If required based on
10 desired RAP content and Table 6, decrease high- and low-temperature grade of virgin
11 binder by one increment or develop blending charts. Furthermore, the method of
12 develop blending charts is divided into two situations, one is blending at a known
13 RAP percentage (virgin binder grade unknown), another is blending with a known
14 virgin binder (RAP percentage unknown). Taking PG 64-22 as an example, the
15 specific processes of both situations are shown in Fig. 17. The processes of Superpave
16 method are shown in Fig. 18.

1 Fig. 17. The specific processes of Superpave design method (use PG 64-22 as an example).
2 Table 6. Recommended virgin asphalt binder grade.
5 Fig. 18. The processes of Superpave method.

1 The absence of a proper mixture design method has been one of the problems to the
2 popularization of CIR. The Superpave gyratory compactor (SGC) may be employed
3 to identify the optimal water and emulsion contents of CIR mixes [124]. But, the mix
4 design compactive effort, or the number of compaction revolutions or gyrations
5 (Ndesign), was not proposed. It is necessary to be proposed based on the field densities.
6 Others researchers have assessed the utilization of the SGC for cold mixture design.
7 In Ontario, Canada, Lauter et al. [125] assessed the necessary of Ndesign to recreate the
8 field densities for CIR mixtures. According to the authors, the range of Ndesign was
9 broad, and an exact compactive effort could not be formed. Mallick et al. [126] have
10 proposed the design method of full-depth reclamation mixtures should be designed
11 with 50 and 75 gyrations. Ling and Bahia proposed a volumetric-based design method
12 protocol for CIR emulsified asphalt mixtures, based on the Superpave method, to
13 account for residual water retained in the mixture after curing and ensure a uniform
14 process for selecting emulsion content and preparing of mixture specimen. Materials
15 selection, compaction, curing, density measurements, volumetric analysis, basic
16 performance test, and moisture sensitivity evaluation, all of them are protocol steps in
17 the process [127].
18 4.6. Balance method
19 A balance mix design is a mix that was designed by utilizing performance tests on
20 mixture specimens to address multiple modes of distresses taking into consideration
21 mix aging, traffic, climate, and location within the pavement structure [128]. Fig. 19
22 depicts the balance design approaches that can be used to produce general asphalt
23 mixtures including 1) volumetric-based design with performance verification, 2)
24 performance-modified volumetric design, and 3) performance-based design [129].
25 The volumetric-based design with performance verification technique includes the
26 frequently used volumetric-based design analysis, followed by asphalt mixture
27 performance testing. If the trial asphalt mixture fails to satisfy the performance
28 requirements, the mix design must be reformulated and assessed. The volumetric-
29 based design analysis is used to estimate the initial asphalt composition and aggregate
30 structure in the performance-modified volumetric design method. The results of the

1 performance tests are then utilized to adjust the asphalt proportion of the asphalt
2 mixture in order to fulfill the performance standards. Because the final mix may not
3 need fulfilling the volumetric requirements, this design method concentrates on
4 reaching the performance test criteria. Lastly, the performance-based design approach
5 produces mixtures based on a performance-based analysis alone. Volumetric
6 characteristics may be considered for the manufacture and construction of the asphalt
7 mixture if the performance test results match the acceptance requirements.

1 Fig. 19. Illustration of Design Approaches for general asphalt mixtures [129].
2 For the balance design of general asphalt mixtures, from NCHRP Synthesis 492,
3 organized by McCarthy et al. [130] state DOTs highlighted that the current
4 volumetric-based design approach did not ensure long-term performance. The
5 incorporation of performance tests has been accepted to enhance the design process,
6 which is helpful for avoiding durability and long-term performance problems [131].
7 Caltrans puts forward a mix design through the performance-based specifications,
8 along with the CalME (Caltrans’ Mechanistic-Empirical Design Program). Notably,
9 performance testing consists of repeated shear, bending beam fatigue test, and
10 Hamburg wheel tracker. In order to realize the repeated shear and Hamburg wheel
11 tracker, a short-term conditioning protocol, which includes four hours at the
12 temperature of 135°C, is essential [132]. The Illinois DOT uses the volumetric-based
13 design with performance verification approach with HWT and I-FIT SCB tests to
14 evaluate rutting and cracking resistance [133]. To satisfy the performance criteria, the
15 asphalt binder content, the asphalt binder source, and the amount of recycled material
16 can be adjusted. However, the final volumetric properties must meet the Superpave
17 method and associated specifications. The Louisiana Department of Transportation
18 and Development (LADOTD) has complemented the volumetric-based design with
19 the HWT test to assess rutting resistance and SCB tests for intermediate temperature
20 cracking performance. Louisiana’s asphalt mixtures generally show adequate rutting
21 resistance, a greater asphalt content is typically required to produce a balanced
22 mixture. LADOTD recently changed the design specifications and requirements to
23 lower the number of gyrations at Ndesign and to extend the minimum VMA
24 requirements [128].
26 In order to broaden the characterization range of CR materials, CIR mixtures and
27 RAP tests are adopted to characterize the performance, including multiple laboratory
28 and field tests. Fig. 20. illustrates the general processes of a balance design method
29 for CIR asphalt mixtures.

1

1 Fig. 20. Illustration of Design Approaches for CIR asphalt mixtures.
2 To produce the CIR mixes, Wayne Lee et al. (2016) [134] used a balanced method,
3 which requires densities of specimens in laboratory are equivalent to that observed in
4 the field. The property of CIR mixes generated by the novel mix-design method was
5 assessed both in the laboratory and in the field using mechanistic-empirical pavement
6 design guide (MEPDG) models. A field test section with CIR mixes was also built in
7 Arizona by the method and has been operating well with no major problem. To
8 overcome the advantages of the current method, Chen et al. (2020) [135] developed
9 an improved design method for emulsified asphalt cold recycled mixture. To
10 determine the asphalt emulsion content, the splitting strength (@ 15 °C) and
11 unconfined compressive strength (@ 60 °C) are adopted as indexes. Ultimately, the
12 property of the asphalt mixture generated using the enhanced design technique is
13 compared to that of the asphalt mixture created using China's present requirements.
14 The comparative findings confirm that the suggested design technique may
15 successfully minimize early damage to CIR asphalt pavement.
16 Kim and Lee [136] suggested that dynamic modulus, flow number, flow time and
17 raveling experiments should be done to confirm the optimum emulsion content in
18 order to predict the field performance. Bazrafshan and Farhad [137] proposed a
19 simple design for cold recycling asphalt mixtures with asphalt emulsion, stating that
20 the optimal mix is dependent on curing circumstances, with different forms of curing
21 resulting in different optimum mixes.
22 In these 42 articles which determine the design method, most of them were
23 researched on volume index, high-temperature performance, low-temperature
24 performance, rutting resistance, fatigue performance. Of the total of 109 project tests,
25 indirect tensile stiffness (ITS) experiment and indirect tensile stiffness ratio (ITSR)
26 accounted for 53.4%, and rutting resistance experiment accounted for 20.1%, the
27 modulus test accounted for 19.3%, the micro test accounted for 7.2%. Table 7 has
28 shown the articles which use the balance design method.

1 Table 7. Summary of Balance design method.
Authors Asphalt Index Method
[138] Emulsion IDEAL-CT and Rutting Function method
resistance
[55] Emulsion Air voids and TSR Linear function
method
[139] Emulsion ITS，ITSR, Rutting resistance Function method
and Stiffness modules

[95] Emulsion ITS, MS, Rutting resistance and Multi-index weighted
Stiffness modules gray target model
[140] Foam Air void content (Vm), ITS, TSR Expectation function
and Indirect tensile stiffness
modulus (ITSM) at 25°C.
2 Generally, the optimum asphalt content was ensured by evaluating performance

3 indicators, like resilient modulus, Marshall stability, indirect tensile strength at
4 dry/wet environment, bending beam rheometer test, asphalt pavement analyzer and
5 creeping test.
6 During the test of Marshall Test, initially, the samples are required to heat for 2 h
7 in oven. With the aim of ensuring the resistance of moisture damage, Marshall test is
8 conducted. Additionally, the evaluating indicators Marshall Stability Ratio (MSR) and
9 the ITSR can be obtained.
10 Indirect tensile (IDT) testing is another test examines the resistance of moisture
11 damage. The environment temperature is 25 oC and the load is 50 mm/min. The
12 samples with a diameter of 100 mm or 150 mm are used to perform the test. MS and
13 IDT tests are also employed to ensure the validity of mix design method and the
14 effectiveness of the optimum content of foamed asphalt [141]. Furthermore, the
15 application of IDT test involves the study the tensile performance of mixture and
16 determine the curing time.
17 In terms of low temperature performance of asphalt mixture, bending beam
18 rheometer (BBR) test is a better choice. The corresponding evaluating indicators are
19 stiffness and the m-value. Based on the BBR result, the limiting temperature is
20 associated with the curing method.

1 Asphalt pavement analyzer (APA) is a test that can examine the performance of
2 HMA and CR mixture with regard to high temperature stability, fatigue cracking and
3 moisture susceptibility. Fig. 21. lists the processes of APA test.
4
5 Fig. 21. APA test [142].
6 According to elastic theory, Resilient modulus (Mr) was employed to estimate the
7 elastic performance of CR mixtures, showing in Fig. 22. The data involving vertical
8 and horizontal deformations can be collected by load cell. In addition, Mr is a crucial
9 indicator applied for mechanistic pavement design software.
10
11 Fig. 22. Dynamic modules test [143].
12 Creep compliance and strength is also adopted to evaluate the low-temperature

13 performance of CR mixture. In general, the load should be instantaneously applied on

1 the samples. But it is not possible to meet the requirements due to limitations of
2 device response.
4 As a future design method, the balance method has the advantages of balance and
5 high performance. It can be designed according to the actual conditions of the
6 construction. To a certain extent, it can achieve the goal of economy-environmental
7 friendliness. However, there are several limitations and research gaps with best
8 practices for designing asphalt mixtures that must be addressed to implement properly
9 a balance design to produce CIR asphalt mixtures. Some of these limitations include:
10 (1). Lacking of a durable and stable balance design specifications and guidelines to
11 produce CIR asphalt mixtures;
12 (2). Bringing the incorporation of performance test methods into the design process
13 is necessary;
14 (3). During the design of balance method, there are several mathematical formulas
15 and models to assist us calculating the laboratory ratio of asphalt mixtures, but there is
16 no quantitative evaluations of the applicability and accuracy of those formulas and
17 models.
18 4.7. Comparison between methods
19 4.7.1 Compaction
20 The compaction methods used for cold RAP mixtures were listed in Table 8. The
21 sample preparation in the laboratory is require to compact specimens as similarity as
22 field compaction. However, the consistent extent that compaction in the laboratory is
23 accordance with field compaction is not clear.

1 Table 8. Composition and evaluation tests for cold RA mixtures with added asphalt.
Authors Design method Composition
[144] California-foam asphalt RAP + foam asphalt + water
[35] Minnesota emulsion RAP + water + emulsion: total water
= 4%, emulsion <3%
[34] Norway-emulsion/foam asphalt RAP + water + emulsion = 2~3%
Writgen., (2006)[145] Wirtgen-emulsion/foam asphalt RAP + cement or lime + water +
emulsion asphalt: water + emulsion
= OFC
RAP + cement or lime + water +
foam asphalt: water = 0.9OMC (100
mm diameter specimens) = OMC
(150 mm diameter specimens)
Federal Highway Modified Marshall emulsion RAP + water + emulsion: total water
Administration [FHWA], = 3%
(1997)[146]
[147] NYS DOT-proposed specification RAP + water + emulsion
emulsion emulsion = 0.5~4%, water =
1.5~4.5%
[148] South Africa Emulsion RAP + water + emulsion +
cement/lime (if necessary): total
water = OFC
[148] South Africa-foam asphalt RAP + water + foam asphalt +
cement/lime (if necessary): water =
65~85% OMC
2 4.7.2 Gradation
3 Table 9 summarizes some gradation methods used for cold RAP mixtures.
4 Table 9. A summary of some of the gradation methods used for cold RAP mixtures.

Sieve/mm Chinese Indian Polish Specification American Specification South African
Specification Specification Sieve/mm AI ARRA ASTM Specification
Passing Passing Sieve/mm Passing Passing Passing Passing Sieve/mm Passing
rate/% rate/% rate/% rate/% rate/% rate/% rate/%
45 100 63 100 37.5 100 50 100
37.5 87-100 31.5 80-100 25 80-100 100 100 37.5 87-100
26.5 100 77-100 16 55-93 19 90-100 90-100 26.5 77-100
19 90-100 66-99 8 35-80 12.5 19 66-99
13.2 67-87 4 25-67 9.5 60-80 56-80 13.2 67-87
9.5 60-80 2 16-55 4.75 25-85 35-65 35-65 9.6 49-74
4.75 35-65 33-50 1 9-43 2.36 20-50 23-49 6.7 40-62
2.36 20-50 25-47 0.5 5-33 1.18 4.75 35-56
0.6 12-27 0.125 2-15 0.6 2.36 25-42
0.3 3-21 8-21 0.063 0-12 0.3 3-21 5-19 1.18 18-33
0.075 2-8 2-9 0.15 0.6 12-27
0.075 3-15 2-8 2-8 0.425 10-24
0.3 8-21
0.15 3-16
0.075 2-9

1 4.7.3. Summary and evaluation
2 In Table 10, the five aspects of common design methods are compared and the
3 design method is evaluated. The first principle of the evaluation is: whether the
4 laboratory samples can simulate the actual on-site mixture, that is, the laboratory
5 performance and on-site whether the performance can be matched; The second
6 principle is: the time cost and labor cost required in the design process; Hveem and
7 super pave design methods can simulate the construction status of the pavement site
8 to a certain extent, and the prepared asphalt mixture can be compared with that of the
9 site. The prepared mixture has good correlation, so it is the two most recommended
10 methods. As for the Marshall method, it has advantages in terms of equipment
11 operability and equipment popularity. The Oregon Law and Pennsylvania Law have
12 certain regional restrictions.
13 Table 10. Summary and evaluation for those design method.

Methods Compaction Curing Design index Advantages Disadvantages Recommended
stars
Marshall Marshall secondary 16~24 h at 60oC Bulk density, air  The approach is easy and  Incapable of simulating
compaction void, ITS, freeze- simple to use; field compaction;
(50 blows+25 blows) thaw ITS and  Economic testing  Easily break RAP,
dynamic stability equipment; changing the gradation;
 It adopts the volume  the overall gradation is
method and highlights basically prepared
density and porosity. according to the standard
gradation mean value.
Modified Marshall one-time At least 12 h at Bulk density,  Similar to Marshall.  Similar to Marshall.
Marshall compaction 60oC stability at 60oC,
50 × 2 blows flow value and air
void
Hveem Two-time kneading Elastic modulus,  It can directly measure the  The equipment required
(25 blows at 250 psi+ stability and shear resistance of the for sample molding is
150 blows at 500 psi) cohesion value asphalt mixture; expensive and difficult to
 The performance operate.
correlation between
laboratory samples and
field mixtures is good.
Oregon Two-time kneading First stage: 24 h at Hveem stability,  Estimating the emulsion  Not suitable for all CIR

(50 blows at 500 psi+ 50 140oF; second resilient modules content is of convenience asphalt mixtures design,
blows at 500 psi) stage: 72 h at at 77oF and air through local experience because of the regional
room temperature void formula; limitations.
 The specimens formed by
the two-stage kneading
method can simulate the
actual road construction
conditions very well, and
have a good match with
the CIR asphalt mixture.
Pennsylvania Up to 96 h at Resilient modulus  The research on the  The time of curing is
104°F and Bulk Specific performance of each longer than other
Gravity component in RAP is methods.
relatively complete, like
RAP’s gradation and aged
asphalt performance.
Superpave Gyratory 600 kPa, 10, First stage: At Elastic modulus  The compaction curve of  The equipment required
30rpm, indirect 140oF for 16~ test of the water- the mixture can be directly for sample molding is
tensile test specimens 48h; immersed and obtained; expensive and difficult to
compacted to 96% of Second stage: non-immersed  Include performance operate.
densityat200gyrations 12~24 h at 104oF. sample design in the mix design
process.

1 5. Conclusions
2 There has been a strong emphasis on improving the sustainability of pavement
3 infrastructure using cold-recycled of asphalt mixtures, however, a comprehensive
4 review study has never been conducted which summarizes and analyzes the design
5 methods of CIR asphalt mixtures around the world, including the properties of RA
6 material, specimen preparation, and laboratory tests. Meanwhile, a comprehensive
7 analysis of the aforementioned concerns based on an extensive review of standards
8 was shown in this paper. The following are the major findings reached on the various
9 topics:
10 1) The procedures that characterize the properties of RAP vary greatly around the
11 world. The only common characterization methods that is gradation analysis
12 across the various standards and procedures.
13 2) Compaction method and the curing condition of laboratory specimens for CIR
14 asphalt mixture are the two topics where are of variations among the design
15 methods.
16 3) During the research of CIR asphalt mixtures design, scholars are likely to accept
17 the Marshall design method.
18 4) In the process of designing cold recycling asphalt mixtures, researchers are more
19 inclined to use emulsified asphalt.
20 5) By comparing the design methods of Marshall, Superpave, and Hveem from five
21 aspects, it is believed that the design method of Superpave should be the first
22 consideration when you are designing the CIR asphalt mixtures.
23 6) The balance design method for the CIR asphalt mixture is still not perfect, mainly
24 because of the lack of establishment and research on different mathematical
25 model methods.
26 6. Future study
27 Considering the further promotion of the cold mixing technology in practice, and
28 following up the advanced research improvement of cold recycling design method
29 better, the directions of future study are drawn as follows:
30 1) Whether the relationship between the aging degree of the surface aging asphalt in

1 RAP and the internal aging degree of RAP, that is, the performance degradation
2 degree of old aggregates, is consistent, this still needs scholars to study. If the
3 relationship between the two can be established quantitatively Relationship, it
4 will have scientific guidance on the design method of cold recycling mixture.
5 2) For actual projects, especially CIR, when mixing refrigerated recycled asphalt
6 mixture on site, the asphalt film on the surface of the RAP is unlikely to be
7 desorbed, let alone evenly mixed with the newly added asphalt and regenerant
8 before being adsorbed on it. The aggregate surface should actually be that the
9 newly added material only interacts with the outer surface of the asphalt
10 membrane on the surface of the RAP. How to improve the cohesion between
11 RAP and new aggregates through energy saving and environmental protection
12 measures should be the direction of future research.
13 3) Different design methods have different parameters, like compaction and curing
14 method, The primary issue with those many processes is that they are different
15 with each other, there are no clear relationships or specifications to unify all the
16 parameters, such as compaction energy, curing time, and curing condition. In
17 order to make the properties of the laboratory mixture have a better adaptation
18 with the properties of mixtures prepared in-field, starting from a more detailed
19 evaluation method is the basic method to eliminate differences between
20 specifications.
21 4) Life cycle cost analysis is a practical tool to analyze the economic and
22 environment benefits of RAP pavement, which is mainly applied into the
23 evaluation of different CIR processes, there is no research comparing the life
24 cycle cost of pavement with different design method. Additionally, Life cycle
25 cost analysis can be included in the normative evaluation of CIR asphalt mixtures
26 design.
27 5) The design method of CIR asphalt mixture that combines volume index and
28 performance index is the development direction of future design method.
29 This research contributes to the promotion of the cold-in-place recycling
30 technology of asphalt pavement, the unification of design specifications, and the

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1 Design methods of cold in-place recycling asphalt

2 mixtures: A state-of-the-art review

9 Lijun Sun* (*Corresponding author)

14 Jiahui Zhai** (**Corresponding author)

Electronic copy available at: https://ssrn.com/abstract=3994415

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Decrease percentage (%) 16

2 Fig. 1. Benefits of using RAP [8].

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Decrease percentage (%)

2 Fig. 3. The benefits of CIR technology comparing with HMA [16].

3 Specifically speaking, the benefits of CIR are reflected:

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5 To assess the preconstruction laboratory testing used in cold in-place recycling

11 3.1.1. Virgin asphalt

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4 3.2. RAP and Virgin Aggregates

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7 Fig. 6. The broken mechanism of RAP.

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Emulsion Foam Both Emulsion and Foam

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2 3.3.1. Foamed asphalt

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2 Table 4. Guide for asphalt type and grade [36].

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Marshall Superpave Bailey ARRA Wrighten Italian Balance

5 4.1. Marshall method and improved Marshall method

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2 Fig. 10. Basic process of Marshall method.

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5 4.1.2. Design method evaluation

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6 Fig. 12. Hveem compaction [112].

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3 4.2.2. Design method evaluation

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1 4.5. Superpave method

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19 compacted specimen [106].

20 4.5.1 Design process and key control parameters

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2 Table 6. Recommended virgin asphalt binder grade.

14 Jiahui Zhai (Corresponding author)