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RARx is an asphalt-rubber road solution using recycled tyre rubber to improve durability, reduce maintenance, lower traffic noise and support a stronger long-term infrastructure and sustainability proposition.
The UK needs road solutions that can improve performance, reduce disruption, support sustainability goals and unlock better value from recycled materials.
The UK road challenge is not only about maintenance. It is also about supporting net zero goals, reducing pollution, finding more environmentally friendly construction solutions, and adopting road materials that are better for people, communities and the long-term future of infrastructure.
The UK needs infrastructure solutions that better support carbon reduction and wider sustainability goals.
There is growing pressure to identify road materials and methods that are less polluting and more environmentally responsible.
Road solutions should not only perform well technically, but also help create safer, quieter and better environments for people.
The UK and Europe need stronger, higher-value uses for recycled materials such as end-of-life tyres.
RARx is positioned around asphalt-rubber technology using recycled tyre rubber to improve pavement properties and create a more complete road solution.
The technical material you shared defines asphalt rubber using crumb rubber and describes it as an established process with decades of use, specialised production methods, and meaningful performance advantages.
Just as importantly, RARx can be positioned as a solution that does not require road users, asphalt plants or contractors to make major changes to adopt it. It is designed to work within familiar hot-mix asphalt operations, helping the material remain workable during transport and handling, reducing waste risk and supporting a smoother plant-to-road process.
The strongest themes in the source presentations are clear: durability, crack resistance, lower oxidation, lower maintenance, reduced thickness, lower noise and improved safety.
The slides repeatedly associate asphalt rubber with higher durability and improved pavement life.
The material highlights reduced oxidation, fatigue benefits and stronger resistance to reflective cracking.
Noise reduction is one of the clearest and most repeated benefits in the uploaded evidence.
The slides link asphalt-rubber systems to visibility, drainage, friction and wet-weather safety advantages.
The goal is not just to replace one asphalt product with another. The goal is to offer a more balanced solution across performance, cost, sustainability and user experience.
Scroll horizontally to view the full comparison table on mobile.
| Criteria | Conventional asphalt | Short-life surface solutions | RARx |
|---|---|---|---|
| Durability | Standard | More limited | Higher long-term potential |
| Noise reduction | Limited | Variable | Strong advantage |
| Crack resistance | Standard | Variable | Improved |
| Maintenance burden | Higher over time | Can be frequent | Lower lifecycle burden potential |
| Recycled tyre value | No | Limited | Core part of the proposition |
The UK is a strong market for a solution that combines road performance, recycled-material value, lower noise and better lifecycle economics.
Lower maintenance interventions, quieter roads and a stronger sustainability story are highly relevant to local authorities.
Better durability, improved long-term value and easier practical adoption are relevant to heavily used strategic routes.
RARx supports a higher-value use for tyre-derived rubber, not just low-value recycling output.
The combination of recycled content, resource efficiency, infrastructure performance and reduced waste risk is commercially attractive.
One of the strongest strengths of the RARx story is that it can be presented as practical, established and easier to adopt than many people expect. The operational message is important: users do not need to make major process changes to benefit from the product, and it is designed to work within familiar asphalt production, transport and laying workflows.
RARx can be positioned as a solution that works within familiar asphalt production and laying operations, helping partners adopt it without major disruption to normal practice.
The operational advantage is not limited to performance. RARx also remains warmer and more stable during transport, reducing handling complexity compared to more sensitive modified systems.
Because the material can be positioned as more stable and easier to manage between plant and site, it supports a lower risk of rejected loads, avoidable waste and unnecessary operational disruption.
This makes RARx easier to discuss with asphalt plants, contractors, councils and delivery partners as a practical commercial solution rather than a complex technical change.
The RARx proposition is supported by recurring evidence around performance improvement, safety benefits, lifecycle value and environmental advantage.
Multiple before/after examples and sound-reduction studies are included in the source material.
The slides include references to reduced thickness compared with conventional mixes.
Visibility, reduced splash and spray, and improved friction are all recurring themes.
Lower maintenance, rehabilitation potential and lifecycle value are all strongly represented.
RARx is not just another asphalt option. It is a more complete infrastructure proposition: better lifecycle value, better use of recycled tyre rubber, and better alignment with modern road, council and sustainability priorities.
Rubberised asphalt is supported by established research and industry organisations, including the Rubberized Asphalt Foundation.
Visit RA Foundation →We are looking to bring RARx into the UK and beyond through the right commercial structure, strategic partnerships and shared long-term vision. We want to work with organisations that believe in better infrastructure, greater use of recycled materials and safer, more sustainable roads.
Bring the solution into the UK and other target markets through a structured commercial agreement built around long-term growth and market development.
Build local production capability to support commercial scale and stable market supply.
Work with tyre recyclers who want to move up the value chain and become part of a premium infrastructure product with stronger environmental and commercial value.
Build long-term relationships with asphalt plants, contractors, councils and infrastructure programmes that share the vision of delivering better and more sustainable roads.
Projects developed under the RARx model benefit from full technical support and guidance from the Rubberized Asphalt Foundation, helping reduce implementation risk and strengthen confidence for partners, customers and investors.
The Rubberized Asphalt Foundation is a non-profit organisation that supports and promotes research, training and communication around the beneficial use of recycled tyre rubber in asphalt rubber mixtures and related materials. This adds technical credibility and reinforces the long-term seriousness of the RARx proposition.
For investors, partners and delivery organisations, this means access to recognised technical backing, implementation guidance and a wider knowledge base connected to rubberised asphalt development and global adoption.
Parties entering the RARx model can do so with the benefit of full technical support and guidance from the Rubberized Asphalt Foundation.
Learn more about the Foundation and its work in advancing recycled tyre rubber in asphalt technologies globally.
RARx production is based on a modular factory design that has already been developed and deployed in multiple countries. The model supports repeatable factory deployment, scalable capacity and localised production close to asphalt plants, logistics routes and infrastructure demand.
Animated concept view of the modular RARx production facility.
The RARx factory can be presented as a modular and repeatable production unit requiring approximately 900 m² of factory space, plus separate external storage, with an operating height of around 12 metres. This supports practical deployment, more predictable capital planning, and easier localisation close to asphalt demand and logistics routes.
The same factory concept can be replicated across multiple countries using a defined production footprint of approximately 900 m², with separate outside storage requirements. This helps position RARx not only as a product, but as a scalable manufacturing and licensing platform with repeatable factory deployment, flexible delivery options and ongoing technical support capability.
The same factory model can be replicated across regions, allowing rapid expansion into new markets with controlled risk and predictable output.
This is not a theoretical setup. The production approach has already been developed and implemented in multiple countries, reducing execution risk for new market entry.
RARx can support factory deployment in more than one way. We can provide a more complete delivery model to help establish the factory on the client site, or the client can purchase directly and manage importation and setup on their side.
Ongoing technical supervision can also be provided to help ensure the factory is set up and operating correctly, creating an additional support layer and service-fee opportunity.
Update the simulation figures below to see the 10-year financial results, aligned to the RARX standard model.
This model illustrates why RARx can justify a premium price per tonne. Even where the material cost per tonne is higher than conventional bitumen-based solutions, reduced road thickness can allow greater surface coverage from the same production volume. That can support lower cost per square metre, better material efficiency and stronger whole-life value.
By reducing required road thickness, RARx can materially reduce material usage, heating demand and transport needs, supporting both cost efficiency and environmental performance.
This comparison shows how lower thickness requirements can improve road coverage from the same tonnage.
This is an illustrative engineering and material-efficiency comparison only. Actual road design, approvals, mix design, loading conditions and application requirements will determine final thickness and road coverage.
This model uses the published RARx EPD production-stage carbon figures per tonne and compares them with a user-defined conventional benchmark. It then converts those values into illustrative CO₂ per lane-mile using the same thickness assumptions as the road coverage model.
This model shows the potential carbon impact of RARx compared to conventional road materials. It uses verified RARx data and allows you to adjust key assumptions to reflect real-world scenarios. The results are expressed per lane-mile to make the comparison easier to understand.
How to read this:
• CO₂ per tonne = how carbon-intensive the
material is
• Thickness = how much material is needed
to build the road
• CO₂ per lane-mile = the real-world impact
of building the road
Even if a material costs more per tonne, using less of it
can reduce total carbon impact — which is where RARx can
provide an advantage.
Lower thickness = less material used = potentially lower total CO₂ impact.
This is an illustrative comparison only. The RARx figures are based on the published EPD production-stage values per tonne of additive. The conventional benchmark is user-defined, and direct product comparisons must be made on the same function and functional unit.
This section brings together two of the strongest parts of the RARx proposition: the potential to reduce illustrative CO₂ impact per lane-mile, and the opportunity to expand into additional international markets where licensing remains available. Together, these help position RARx not only as a better-performing road solution, but also as a scalable infrastructure platform.
This chart converts the selected carbon and thickness assumptions into a simple lane-mile comparison, helping non-technical audiences see the potential difference between a conventional road solution and RARx.
How to read this chart
This chart compares the estimated carbon impact of building one lane-mile of road using a conventional road material versus RARx, based on the assumptions selected above.
The comparison does not only look at the carbon value per tonne of each material. It also takes into account the thickness of the road layer required. This matters because a material with a lower required thickness may need less total material to build the same road length.
In simple terms, the chart shows the total modelled CO₂ impact for delivering the same road outcome over one lane-mile. A lower RARx bar indicates that, under the selected assumptions, RARx may offer a materially lower carbon impact than the conventional reference case.
This is a scenario-based illustration for commercial discussion purposes. Actual carbon outcomes will depend on final road design, approved mix design, material sourcing, density, thickness requirements and the benchmark material used for comparison.
The chart updates automatically using the same assumptions entered in the CO₂ model above.
RARx can also be presented as a scalable licensing opportunity. In addition to current and priority territories, there are further international markets where strategic entry may still be available through the right commercial structure and partner network.
United Kingdom, selected Europe, Middle East, Africa and Asia-Pacific expansion routes.
Additional territories across Europe, Asia, Africa and Oceania may represent future licensing opportunities where the model is commercially suitable.
These markets are shown as illustrative expansion opportunities only. Entry into specific countries is subject to existing licensing rights, exclusivity agreements and local partner strategy.
For detailed technical background and supporting material, download the technical overview pack or contact us to discuss a strategic commercial partnership aligned with long-term market growth.