7th

International Conference on Advances in Civil Engineering (ICACE-2024)

12-14 December 2024
CUET, Chattogram, Bangladesh
https://icace2024.cuet.ac.bd

POTENTIAL USE OF EXISTING ASPHALT MATERIALS IN NEW ROAD

SUB-BASE CONSTRUCTION IN SASEC ROAD CONNECTIVITY
PROJECT-II
Harun-Ar-Rashid*1, Asik Kadir2, B. M. Assaduzzaman Nur3 and Md. Joynul Abadin4
1
Quality & Materials Engineer, SASEC Road Connectivity Project-II, BCL Associates Limited, Bangladesh, e-mail:
[email protected]
2
Project Manager, SASEC Road Connectivity Project-II, Roads and Highway Department (RHD), Bangladesh, e-
mail: [email protected]
3
Research Assistant, Bureau of Research, Testing and Consultation, Bangladesh University of Engineering and
Technology, Bangladesh, e-mail: [email protected]
4
Project Manager, Panguchi Bridge Construction Project, Roads and Highway Department (RHD), Bangladesh, e-
mail: [email protected]
*
Corresponding Author
Abstract
Asphalt layers are typically removed during pavement rehabilitation or construction, either salvaged or sent to
landfills. To reduce waste, demolished asphalt materials can be mixed with virgin sub-base materials for new
pavement sub-base layers. This paper explores the use of Recycled Old Asphalt (ROA) in the sub-base layer
construction of the SASEC II project. The existing asphalt layers were excavated, transported, mechanically
crushed, and prepared as ROA sub-base material. Laboratory tests showed that ROA material was non-plastic and
had a California Bearing Ratio (CBR) value of approximately 198.6% when compacted to 98% of its maximum dry
density (MDD). The aggregate crushing value (ACV) and ten percent fines value (TFV) ranged between 16 to 17%
and 180 to 200 kN, respectively. The MDD was 2243 kg/m³, with optimum moisture content (OMC) of 5.13%.
Field dry density (FDT) tests confirmed that compaction consistently exceeded 98%. The ROA is better performing
from Virgin sub-base. Cost analysis indicated that using ROA materials in sub-base construction reduced costs by
nearly 45% compared to virgin sub-base materials. This study aids to enhance the quality of decision-making in sub-
base construction for new projects, thus improving the transportation network in our country.
Keywords
SASEC II Road Project, Recycled Old Asphalt (ROA), Sub-Base Construction, Cost Reduction, Developing
Country
1. Introduction
The use of recycled materials in road and pavement construction has gained significant momentum worldwide,
driven by the dual imperatives of cost-effectiveness and environmental sustainability. Among the most commonly
employed recycled materials in flexible pavement layers are Reclaimed Asphalt Pavement (RAP), Recycled
Concrete Aggregate (RCA), and recycled bricks [1] [2] [3]. These materials offer a viable alternative to virgin
resources, contributing to the conservation of natural resources and the reduction of environmental impact.
In Bangladesh, the growing demand for road infrastructure, coupled with pressing environmental concerns and
limited natural resources, necessitates the adoption of innovative and sustainable construction practices.
Traditionally, bituminous asphalt has been the material of choice for constructing national highways. However, with
rising temperatures exacerbating the performance issues of asphalt, there is a shift towards concrete for new road
construction projects. Consequently, old asphalt pavements are often discarded in low-lying or agricultural areas,
posing a significant environmental challenge [4].
A promising solution to this issue lies in the reuse of recycled old asphalt (ROA). The process involves
mechanically crushing old asphalt to grade it for sub-base material, as demonstrated in the SASEC Road
Connectivity Project-II. Globally, the potential of ROA as a substitute for natural resources is well-documented. For
instance, in Egypt, approximately 4 million tons of ROA are generated annually through the milling, resurfacing,
rehabilitation, or scraping of deteriorated pavement sections [5]. The use of ROA in construction not only reduces
costs but also conserves landfill space, preserves natural resources, and enhances environmental sustainability [6].

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International Conference on Advances in Civil Engineering (ICACE-2024)
12-14 December 2024
CUET, Chattogram, Bangladesh
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The Local Government Engineering Department (LGED) in Bangladesh, has been a key player in the construction
of roads, bridges, and other civil infrastructures for over three decades. This research aims to develop a
comprehensive working procedure for reusing ROA materials in LGED road projects [7]. It will explore the
feasibility of using ROA in various maintenance and rehabilitation activities, both in its unmodified form and in
combination with virgin materials [8]. This study delves into the potential of ROA for road construction in
Bangladesh. By providing valuable insights into the application of ROA, this research seeks to contribute to the
development of more sustainable and cost-effective transportation infrastructure in the country.

2. Materials and Methodology

2.1. Study Location

The study focuses on Working Package-10 of the SASEC Road Connectivity Project-II, which spans approximately
31 kilometers from Mokamtola (Bogra) to Palashbari (Gaibandha). This project includes a 9.1-meter-wide
carriageway designed for high-speed vehicles and a 4.2 to 7.3-meter-wide road for slow-moving vehicles. The ROA
materials under investigation are utilized in the sub-base layer of the SMVT (Slow-Moving Vehicle Traffic) lane,
while the main carriageway is constructed with traditional materials.

2.2. Materials

Under this study we will investigate the virgin sub-base materials which mix of bricks chips and sand, on the other
hand the Recycle old asphalt (ROA) materials which is the crushed old asphalt materials.

2.3. Materials Collection

2.3.1. Virgin Materials

The new materials used in the project consist of crushed brick chips and sand. These materials are mixed according
to the specifications of the SASEC Road Connectivity Project-II, WP-10. The bricks are sourced from the nearest
brick fields, while the sand is collected from Panchagarh. The bricks are then crushed using a mechanical crusher
machine to achieve a size of less than 50 mm, classified as grade A. The materials are then graded and the design
mix is finalized to meet project requirements.

2.3.2. Recycled Old Asphalt (ROA) Materials

The old asphalt is removed from the existing road using an excavator. The excavated asphalt is then loaded onto
dump trucks and transported to a designated area where it is stacked in a yard. A mechanical crusher machine is
employed to break down the old asphalt into smaller pieces, which are graded as "grade B" based on their size
distribution. The existing road is approximately 31 kilometers long with a width of 7.2 meters and an asphalt
thickness of 190 mm, yields around 42,000 cubic meters of ROA materials. For the SMVT lane, with an average
width of 5.0 meters and a sub-base thickness of 150 mm, approximately 47,000 cubic meters of material is required.
The real reviews of materials are in the Figure 1 below.

Fig. 1. Recycled old asphalt materials collection and crushed with mechanical crusher machine.

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International Conference on Advances in Civil Engineering (ICACE-2024)
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2.4. Laboratory Test Procedures

The laboratory testing program was structured into three major tasks: material characterization, determination of
basic properties, and California Bearing Ratio (CBR) testing. Each of these tasks was essential in assessing the
suitability of the materials for use in road construction. The overall testing process is summarized in Figure 2.

Investigated materials

Virgin materials ROA materials

mmmaterials

Aggregate Crushing Ten Percent Fin Maximum Dry California Bearining

Sieve Analysis
Value (ACV) Value (TFV) Density (MDD) Ratio (CBR)

Fig. 2. Materials Experimental Testing Program Outline

2.5. Field Dry Density (FDD) Test Performance

The Field Dry Density (FDD) test was performed randomly across all sub-base surfaces to ensure proper
compaction. The number of tests conducted adhered to the specification frequency limits. All sub-base compaction
levels met the required standards, with results exceeding the 98% specification limit. The surface quality of the ROA
sub-base materials was found to be very satisfactory, comparable to that the new brick sub-base surface in Figure 3.
Calculation of FDD:
Mass of materials for hole is [ ] gm
Moisture content of these materials is [ ] %
Mass of dry materials for hole [ ] is [ ] gm
Volume of whole is [ ] cc
Density of testing bed [ ] is [ ]
Field Dry Density [ ] is [ ]
Percent of compaction is %

3. Sub-base Mix Design

Fig. 3. FDD Test, Compared Virgin & ROA Sub-base Surface
The sub-base mix design was developed by separately blending crushed brick chips with sand, conducting three
trials to determine the optimal mix. The final mix design values are summarized in Table 1. Since, the ROA sub-
base consists of crushed old asphalt materials; it does not require a separate mix design.
Table 1: Virgin Sub-base Materials Mix Design Data
Sl. Test Result Specification Test
Description of Test Unit
No. 35 : 65 30 : 70 25 : 75 Limit Standard
01 FM of Mixed Sand --- Average 1.52 Minimum 1.0 ASTM C-136
02 ACV of Brick chips % Average 32.37 Less than 38 STP 7.7.1
03 TFV of Brick chips KN Average 92.46 Greater than 75 STP 7.7.2
04 MDD of the Materials Kg/m3 1878 1850 1822 ---- STP 4.4
05 OMC of the Materials % 15.0 15.2 15.5 ---- STP 4.4
06 CBR of the Materials % 95.7 100.3 112.4 Minimum 25 STP 5.1
07 Gradation of the Materials --- Meets the Specification Limit Grade-A ASTM C-33
08 Loose Unit Wt. of Mixed Sand Kg/m3 1444 ----

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 7th
International Conference on Advances in Civil Engineering (ICACE-2024)
12-14 December 2024
CUET, Chattogram, Bangladesh
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09 Loose Unit Wt. of Brick Chios Kg/m3 1187 ----

Proposed mixing Proportion We select the proportion by mass is 30 : 70
10 ---
by Volume The sub-base layer (1:3) [where 1 is mixed sand and 3 is Brick chips]
[Source: Standard testing procedures RHD 2001]

4. Results and Discussion

The results of the investigation using of the recovered asphalt materials and crushed bricks in sub-bases for the
SASEC II Road Project will depend on the specific findings of the research and analysis conducted.

4.1. Gradation (Sieve analysis) Test

Gradation tests were conducted on samples of both the virgin sub-base material and the Recycled Old Asphalt
(ROA). The analysis revealed that both aggregates were well-graded, with the ROA aggregate being finer than the
fresh aggregate. Figures 4 and 5 illustrate the gradation curves for the two coarse aggregates. According to the test
procedures outlined in ASTM C-33 and AASHTO T-27, the new sub-base materials meet the specifications for
grade A, while the ROA materials conformed to grade B standards. It is important to note that the grading should
not vary from being coarser on one sieve to finer on another within the grading envelope. Additionally, the fraction
passing the 0.075 mm sieve should not exceed 67% of the fraction passing the 0.425 mm sieve.
Sample-1 Sample-2 Sample-3 Sample-1 Sample-2 Sample-3
Upper Limit Lower Limit
100 100
90 90
80 80
70
% of Passing

70
% of Passing

60 60
50 50
40
30 40
20 30
10 20
0 10
0
20.000 10.000 5.000 2.400 0.600 0.300 0.075
Sieve Size Sieve Size

Fig. 4. Virgin sub-base gradation Fig. 5. ROA sub-base gradation

4.2. Aggregate Crushing Value (ACV) Test

The Aggregate Crushing Value (ACV) test was conducted on samples of virgin sub-base material and ROA
aggregate. The average results 32.37% & 16.59% indicated that both aggregates were within the acceptable limits,
with the ROA aggregate displaying 48.7% lower crushing value compared to the fresh aggregate. Figure 6 provides
a graphical representation of the test results. According to the specifications, the allowable ACV is 38%. The new
brick chips met this requirement, while the ROA chips, being composed of Pakur stone, exhibited even better
performance.

4.3. Ten Percent Fine Value (TFV) Test

The Ten Percent Fine Value (TFV) test was conducted on samples of both the virgin sub-base material and the ROA
sub-base aggregate. The average results 92.46 kN & 187.00 kN showed that both aggregates were within the
acceptable limits. However, the ROA aggregate had more than 100% TFV compared to the virgin sub-base
aggregate. Figure 7 illustrates the test results graphically. The specification limit for TFV is a minimum of 75 kN.
The new brick chips met this requirement, while the ROA chips, being composed of the exceptionally strong Pakur
stone, demonstrated a significantly higher TFV, reflecting their superior strength.

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45.00 220.00
40.00 200.00 190.54 182.80 187.63
Aggregate Crushing Value (%)

Ten Precent Fines Value (TFV)

35.00 32.74 180.00
32.24 32.14
30.00 160.00
140.00
25.00 120.00
20.00 100.00 95.61 92.28 89.50
16.46 16.54 16.76
15.00 80.00
10.00 60.00
40.00
5.00
20.00
0.00 0.00
01 02 03 01 02 03 01 02 03 01 02 03
Virgin materials ROA materials Virgin materials ROA materials
Test Sample Number Test Sample Number

Fig. 6. Aggregate Crushing Value (ACV) Test Fig. 7. Ten Percent Fine Value (TFV) Test

4.4. Maximum Dry Density (MDD) Test

The virgin sub-base and ROA sub-base materials were tested to determine the Maximum Dry Density (MDD) using
a modified test method. This method involves the use of a 4.5 kg rammer with a free-fall height of 450 mm and a
150 mm diameter mold. Each mold was prepared in 5 layers, with each layer receiving 56 blows. The test results
indicated that the MDD of the virgin materials was 17.5% lower than that of the ROA materials. This difference can
be attributed to the fact that the virgin material consists of brick chips, whereas the ROA material is composed of the
denser Pakur stone chips. Conversely, the Optimum Moisture Content (OMC) of the virgin sub-base materials was
three times higher than that of the ROA sub-base materials. The MDD calculations for the ROA sub-base materials
are the graphical representation is shown in Figure 8. Similarly, Figure 9 illustrates the MDD results for the virgin
sub-base materials.

Maxm Dry Density 2242 Kg/m3, OMC 5.13% Maxm Dry Density 1850 Kg/m3, OMC 15.2%
2250 1870
1850
Dry Density Kg/m3

Dry Density Kg/m3

2230
1830
2210
1810
2190
1790
2170 1770

2150 1750
1 2 3 4 5 6 7 8 9 10 11 10 11 12 13 14 15 16 17 18 19 20
Moisture content % Moisture content %

Fig. 8. ROA Sub-base MDD & OMC Test Fig. 9. Virgin Sub-base MDD & OMC Test

4.5. California Bearing Ratio (CBR) Test

The California Bearing Ratio (CBR) test was conducted on samples of both the virgin sub-base and ROA sub-base
materials. The CBR values of virgin sub-base is 100.3% on the other hand ROA sub-base is 198.6%. Both materials
test results are within acceptable specification limits. The virgin sub-base materials exhibited a lower CBR value
compared to the ROA sub-base materials. The higher CBR value of the ROA sub-base can be attributed to the use of
Pakur stone chips, which are known for their superior strength. The CBR calculations for the ROA sub-base
materials are graphical representation provided in Figure 10. The CBR results for the virgin sub-base materials are
graphically presented in Figure 11 below.

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Standard Load at 2.54mm is 13.2 kN and Standard Load at 5.08mm is 20.0 kN

70.00
Bottom
60.00

50.00
Top
Load (kN)

40.00

30.00

20.00

10.00

0.00
0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 8.0 8.5 9.0 9.5 10.0
Penetration (mm)

Fig. 10. ROA Sub-base CBR Test

CBR Calculation [Appendix-1] from graph for ROA sub-base:

Top Bottom
Penetration Average CBR %
Load CBR % Load CBR %
2.54mm 19.51 147.8 24.48 185.4 166.6
198.6
5.08mm 34.42 172.1 46.63 233.1 202.6

Standard Load at 2.54mm is 13.2 kN and Standard Load at 5.08mm is 20.0 kN

35.00

30.00 Bottom

25.00
Top
Load (kN)

20.00

15.00

10.00

5.00

0.00
0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 8.0 8.5 9.0
Penetration (mm)

Fig. 11. Virgin Sub-base CBR Test

CBR Calculation from graph for Virgin sub-base:

Top Bottom
Penetration Average CBR %
Load CBR % Load CBR %
2.54mm 9.58 72.5 14.13 107.0 89.8
100.3
5.08mm 17.23 86.2 23.65 118.3 102.3

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4.6 Cost Analysis

The rate analysis for both virgin sub-base and ROA sub-base materials was conducted separately, encompassing
equipment, labor, material costs, overhead at 5.00%, basic unit price, profit at 7.00%, and tax and VAT at
17.6471%. The analysis reveals that the ROA sub-base is approximately 45% more cost-effective than the virgin
sub-base, while also contributing to reduced landfill waste. This analysis consistent with Nur et al. (2022), where he
reported the use of salvage materials in subbase construction showed about 50.36% reduction in cost [9]. Detailed
breakdowns of the rate analyses for both materials are provided in Appendix-1 & 2.
Analyzed the above test results we finding the ROA sub-base is the better for the Virgin sub-base. The gradation
will be meeting both (ROA & Virgin sub-base) materials from grade-B and grade-A and both are well graded. The
ROA sub-base ACV value is almost half, TFV value is more than double, MDD is greater than 21%, OMC is one
third and CBR almost double from virgin sub-base. If recycled asphalt materials are used, the project can contribute
to sustainability goals by reducing waste and conserving natural resources. The potential economic benefits of using
asphalt materials may include cost savings almost 45% of new construction and maintenance, as well as improved
road infrastructure that can stimulate economic growth in the region. Therefore, a comprehensive evaluation of the
research findings and a careful assessment of the potential benefits and risks are necessary before making a final
decision regarding the use of asphalt materials in sub-bases for the SASEC II Road Project.
5. Conclusions

In SASEC-II Project, WP-10, 31 Km roadway both virgin brick aggregate and recycled old asphalt use as sub-base.
ROA can extract from excavation of existing asphaltic layer breaking them by the mechanical crusher machine and
after several laboratory tests has been done to evaluate the usefulness of ROA in place of virgin materials. From
laboratory test it is found that, both materials follow gradation envelop and the Standard specification of ACV, TFV
and CBR values. Moreover, ROA found 95% higher ACV value, 100% higher TFV value, 98% higher CBR value
and 21.2% higher MDD value compare to the virgin sub-base. Furthermore, the cost analysis has shown that ROA
can save 45% of the sub-base cost compared to virgin sub-base. Hence, considering the study results and financial
benefits, as an aggregate importing country in Bangladesh Project can utilized as maximum as possible ROA if
recover asphalting materials comply the standard specification. Authors recommend that the long term performed of
both sub-base can be monitor for further study.

6. Acknowledgments

We extend our sincere gratitude to Professor Dr. Shamsul Hoque and Mr. Tarun Nag, Senior Pavement Engineer at
SASEC Road Connectivity Project-II, Project Implementation Consultant (PIC), for their valuable insights and
comments on an earlier draft of this manuscript. We also acknowledge the significant contributions of CSCEC-7 for
providing information and logistic support. Additionally, we are thankful to the Project Imple-mentation Unit (PIU)
of RHD for their assistance during this study.

References

[1] R. Taha, A. Al-Harthy and K. Al-Shamsi, "Cement Stabilization of Reclaimed asphalt pavement aggregate for
road bases and subbases," J. Mater. Civ. Eng., vol. 14, pp. 239-245, 2002.
[2] A. Puppala, L. Hoyos and A. Potturi, "Resilient moduli response of moderately cement treated reclaimed asphalt
pavement aggregate," J. Mater Civ. Eng., vol. 23, pp. 990-99823, 2011.
[3] C. Poon and D. Chan, "Feasible use of recycled concrete aggregates and crushed clay brick as unbound road sub-
base," Const. Build. Mater, vol. 20, pp. 578-585, 2006.
[4] D. P. A. D. R. G. Parveen Berwal, "Use of Recycled Aggregates in Granular Sub-base," vol. 3, no. 10, October
2014.
[5] S. E.-B. A. A. Eman Mousa, "Evaluation of reclaimed asphalt pavement as base/subbase material in Egypt," vol.
26, no. 22143912, January-2021.
[6] A. E.-B. S. E. M. A. Alotaibl, "ASPHALT PAVEMENT RECYCLING AS A SUBBASE LAYER FOR THE
EGYPTIAN ROADS," vol. 40, no. 1, 2011.

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International Conference on Advances in Civil Engineering (ICACE-2024)
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[7] G. o. t. P. R. o. Bangladesh, "RESEARCH ON THE USE OF RECLAIMED CONSTRUCTION MATERIALS

IN LGED’S ROAD," Bangladesh University of Engineering and Technology (BUET), Dhaka, June-2023.
[8] Pavement Subbase Design and Construction. [Performance]. Chapter 6 - Geotechnical, 2013.
[9] B. M. A. Nur, M. Hasan, M. S. Hossain and M. M. Rahman, "A Comparative Evaluation of Pavement Subbase
Designs Using Virgin and Salvage Materials and Associated Construction Aspects," Bangladesh, 2022.

Appendix-1: CBR Calculation for ROA sub-base

Top Bottom CBR

Penetration Average CBR %
Load CBR % Load CBR % Calculation
2.54mm 19.51 19.51*100/13.2 = 147.8 24.48 24.48*100/13.2 = 185.4 166.6 202.6*98/
198.6
5.08mm 34.42 34.42*100/20.0 = 172.1 46.63 46.63*100/20 = 233.1 202.6 100 = 198.6

Appendix-2: Virgin sub-base rate analysis

Item Name Unit Unit Rate Quantity Price for Estimation Quantity Unit Price
Equipment
Dump Truck day 10,000.00 0.15 1,500.00 150.00
Pay Loader day 12,000.00 0.04 480.00 48.00
Motor Grader day 10,000.00 0.10 1,000.00 100.00
Small hand tools (1) day 50.00 5.00 250.00 25.00
Vibratory roller ( 7-10 tonne) day 10,000.00 0.10 1,000.00 100.00
Water Tanker day 7,000.00 0.04 280.00 28.00
Labour
Masons day 700.00 1.00 700.00 70.00
Unskilled labourer day 500.00 4.00 2,000.00 200.00
Material
Sand FM>1.0 cu. metre 680.00 4.55 3,094.00 309.40
Brick Khoa < 40mm cu. metre 4,120.00 8.45 34,814.00 3,481.40
Water cu. metre 15.00 10.00 150.00 15.00
Sum of Equipment, Labour & Material : 4,526.80
Plus Overhead at 5.00% : 226.34
Basic Unit Price of Specification Item : 4,753.14
Plus Profit at 7.00% : 332.72
Sub-Total : 5,085.86
Plus Tax & VAT at 17.65% : 897.50
Total Unit Price of Specification Item : (TK/m3) 5,983.36

Appendix-3: ROA sub-base rate analysis

Item Name Unit Unit Rate Quantity Price for Estimation Quantity Unit Price
Sum of Equipment and Labour same as Appendix-2 721.00
Material
Old Asphalt Excavating cu. Metre 2,000.00 1.00 2,000.00 200.00
Carrying to Camp cu. Metre 5,500.00 1.00 5,500.00 550.00
Crushing by MCM cu. Metre 1,000.00 10.00 10,000.00 1,000.00
Water cu. Metre 15.00 4.00 60.00 6.00
Sum of Equipment, Labour & Material : 2,477.00
[Calculation same as Appendix-2] Total Unit Price of Specification Item : (TK/m3) 3,274.01

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