The Natural Rubber Bureau Research Laboratory was a facility that conducted experiments in the 1950s to prove the viability of rubberized roads by embedding rubber in asphalt across the U.S. and Canada. The findings were published in the report “Stretching Highway Dollars with Rubber Roads” (1952). These studies demonstrated that such roads were longer-lasting, safer, slower to freeze, and less brittle below freezing than ordinary asphalt. The pavement provided better skid resistance and produced fewer cracks when compared to concrete, reducing maintenance costs for highway departments.
The tests were part of a broader historical timeline of mixing rubber and asphalt dating back to the 1920s and earlier experiments in the Netherlands, confirming similar benefits. By 1954, the Bureau of Public Roads had also published laboratory studies evaluating various rubber powders, including those from scrap tires, styrene-butadiene rubber (SBR), and natural rubber, further validating the technology.
Today, Rubberized Asphalt Concrete (RAC) is a noise-reducing pavement material that consists of regular asphalt concrete mixed with rubber made from recycled tires. It is currently used in many regions, though its use is not universal across America. While historically concentrated in warmer states like Arizona, California, Florida, Texas, and a couple of southeastern states, testing is expanding into northern regions of Washington, Colorado, and Missouri, with recent projects demonstrating improved durability and a quieter driving experience.
Note: Porous Elastic Road Surfaces are a type of low-noise pavement composed primarily of rubber granules, often from scrap tires, and mineral aggregates bound together with polyurethane resin rather than traditional asphalt. This composition creates a highly porous and elastic material that is even quieter, yet it faces challenges regarding durability and bonding.
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