Abstract
During 1993 and 1994, the Kansas Department of Transportation constructed a 15.25-km full-depth asphalt-rubber project on I-135. Three test sections were finished in 1994 along with one control section in 1995. The test sections consisted of both a thick and thin asphalt-rubber section over rubblized portland cement concrete pavement (PCCP) and a completely reconstructed asphalt-rubber section. The control section was built over rubblized PCCP to the same thickness as the thick asphalt-rubber section. Approximately 172 000 metric tons of asphalt-rubber were produced using the wet (reacted) process. Data indicated that the asphalt-rubber mix cost approximately 50 percent more than the asphalt-only mix. Reducing the thickness of the asphalt-rubber from 225 mm to 180 mm would allow the cost to become equal to the asphalt-only control section. Equal performance of the reduced thickness section or longer performance from the 225-mm asphalt-rubber section would be a cost-effective method of using tire rubber in asphalt pavements. Test data indicate a stable mix and adequate thermal characteristics but high permeabilities. Performance after 6 winter months under traffic indicates no raveling, rutting, flushing, cracking, or moisture damage.
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