Rubber modified asphalt concrete (METRO RUMAC) evaluation : Lakeview Junction - Matney Road Section (OR #50), Pacific Highway - 42nd Street Section (OR #227) : construction report.
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Rubber modified asphalt concrete (METRO RUMAC) evaluation : Lakeview Junction - Matney Road Section (OR #50), Pacific Highway - 42nd Street Section (OR #227) : construction report.

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  • Alternative Title:
    Rubber modified asphalt concrete (METRO RUMAC) evaluation : Lakeview Junction - Matney Road Section (OR #50), Pacific Highway - 42nd Street Section (OR #227).
  • Creators:
    Miller, Bo
  • Corporate Creators:
    Oregon. Department of Transportation. Engineering Services Section
  • Subject/TRT Terms:
  • Publication/ Report Number:
    OR-RD-96-03
  • Resource Type:
    Tech Report
  • Geographical Coverage:
    Oregon
  • Corporate Publisher:
    Oregon. Department of Transportation. Engineering Services Section
  • Abstract:
    This report covers the construction in 1992 of test section on two projects using asphalt modified with tire rubber. One project's test sections are part of a single lift overlay on a lightly travelled two-lane road south of Klamath Falls, Oregon. The other project's test sections are part of the base course of a three-lift overlay on a heavily travelled four-lane divided highway Eugene and Springfield.

    All test sections use a dense-graded rubber modified asphalt concrete developed for the METRO agency of the Portland Oregon urban area (METOR RUMAC). Control sections were paved with conventional asphalt concrete adjacent to the test section. The test sections are compared to these control sections.

    The METRO RUMAC was successfully blended for both projects by adding unopened bags of the rubber to the pugmill of the mix supoplier's batch plants. The rubberized mixes could be placed and compacted by conventional equipment. One project's test sections could be rolled to the desired density. An improper mix gradation may have prevented compaction. The other project's test sections could be compacted to the desired density. Immediately after compaction, construction traffic travelled on one project's hot METRO RUMAC pavement, and the vehicle's tires adhered to and damaged the surface.

    Experience on these projects indicate that the specification limits for crumb rubber need to be revised, and in some cases, the percentage of rubber required in the METRO RUMAC needs to be lowered to obtain satisfactory mix properties. In addition, solvent extractions were successfully used on one project to determine the overall gradation of the METRO RUMAC.

    Sampling and testing methods were developed to see if the crumb rubber added to these pavement met the METRO RUMAC specifications.

    After construction, both project's METRO RUMAC and conventional pavement sections had similar appearances and surface friction values. On one project, the test and control section's ride quality was compared, and the METRO RUMAC and conventional mixes had similar characteristics.

    The METRO RUMAC mixes cost 1.3 to 2.0 times as much as their conventional counterparts. Much of this cost was due to the addition of the rubber, and the extra asphalt required by the rubberized mixes.

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