Throughcycle Asphalt Additive is a premium 30 mesh rubber additive made from 100% recycled tyres in Western Australia. When incorporated into asphalt mixtures, the rubber particles interact with the bitumen at elevated temperatures, causing the rubber to swell and form a gel-like material. This reaction modifies the properties of the asphalt binder, creating a more elastic, durable, and crack-resistant pavement material. The rubber particles essentially act as elastic aggregates within the asphalt, enhancing its performance across a range of critical parameters.

A spray seal is a chip seal technique that applies a layer of hot bitumen (often rubber‑modified), followed by crushed aggregate. Using Throughcycle Asphalt Additive in the binder boosts seal life, noise reduction, and surface flexibility. Ideal for low to medium-traffic roads and municipal applications.

The optimal addition rate typically ranges from 8% to 22% by weight of the bitumen content (not the total mix), depending on the specific application and desired performance characteristics. For standard applications, a 10-15% addition rate often provides the best balance of performance enhancement and cost-effectiveness. For high-stress applications like intersections or heavy industrial areas, higher percentages may be recommended. Our technical team can provide specific guidance based on your project requirements.

Throughcycle Asphalt Additive can be incorporated using either the “wet process” (pre-blending with bitumen before mixing with aggregates) or the “dry process” (adding directly to the asphalt mixing plant along with aggregates). While the wet process typically requires specialized blending equipment, the dry process can often be accomplished with minimal modifications to existing asphalt plants. Standard paving equipment and procedures can be used for placement and compaction, though slightly higher compaction temperatures are sometimes recommended to ensure optimal density.

While Asphalt Additive typically has a 10-20% higher initial cost compared to conventional asphalt, the lifecycle cost analysis strongly favours Throughcycle Asphalt Additive due to the significantly extended pavement life and reduced maintenance requirements. Studies have shown that rubber-modified asphalt can reduce lifecycle costs by 30-40% when considering the full service life of the pavement. Additionally, as more road authorities adopt rubber-modified asphalt specifications, economies of scale continue to improve the cost-effectiveness of this technology.

Yes, asphalt containing Throughcycle Asphalt Additive can be recycled through standard asphalt recycling processes. The presence of rubber does not prevent the material from being milled, reclaimed, and incorporated into new asphalt mixtures as Reclaimed Asphalt Pavement (RAP). This “double recycling”, first of the tyres into Throughcycle Asphalt Additive, then of the Throughcycle Asphalt Additive into new pavement, represents a truly circular approach to infrastructure development and waste management.

Throughcycle Asphalt Additive demonstrates superior performance across a wide range of weather conditions. The rubber modification increases flexibility at low temperatures, reducing thermal cracking during cold weather, while simultaneously improving stability and rutting resistance at high temperatures. This expanded performance range makes Throughcycle Asphalt Additive particularly valuable in regions with significant temperature variations. Additionally, the enhanced elasticity helps the pavement withstand the expansion and contraction cycles caused by temperature fluctuations.

Beyond diverting waste tyres from landfills, Throughcycle Asphalt Additive offers several environmental advantages. The extended pavement life reduces the frequency of resource-intensive rehabilitation activities. Studies have shown that rubber-modified asphalt production can generate lower greenhouse gas emissions compared to polymer-modified alternatives. The noise reduction properties also contribute to environmental quality by reducing noise pollution. Additionally, the improved durability means fewer disruptions from construction, reducing associated emissions from traffic congestion during roadworks.

Throughcycle Asphalt Additive is versatile and can be incorporated into most asphalt mix designs, including dense-graded, open-graded, and gap-graded mixtures. It is particularly effective in speciality mixes like Stone Matrix Asphalt (SMA) and Open-Graded Friction Courses (OGFC). The 30 mesh particle size ensures consistent distribution throughout the mix while providing optimal interaction with the bitumen. Our technical team can guide on adjusting mix designs to accommodate Throughcycle Asphalt Additive and maximise its performance benefits.

Rubber-modified asphalt has a proven track record spanning over 50 years, with the first experimental applications dating back to the 1960s. The technology has been continuously refined and improved over decades of research, development, and real-world implementation. Today, rubber-modified asphalt is specified by numerous transportation departments worldwide and has demonstrated its performance advantages through extensive field testing and long-term pavement monitoring programs.

Throughcycle Asphalt Additive generally requires less maintenance than conventional asphalt due to its enhanced durability and crack resistance. Standard maintenance practices like crack sealing and occasional surface treatments are still recommended, but will typically be needed less frequently. When repairs are necessary, standard asphalt patching materials and techniques are compatible. The reduced maintenance requirement is one of the key factors contributing to the lower lifecycle cost of Throughcycle Asphalt Additive.