SANA’A UNIVERSITY
GRADUATE STUDIES & SCIENTIFIC
RESEARCH
FACULTY OF ENGINEERING
CIVIL ENGINEERING DEPARTMENT
‫تأثير نوع ومحتوى المادة المالئة على سلوك الخلطات االسفلتية‬
EFFECT OF TYPE AND CONTENT OF MINERAL
FILLER ON PERFORMANCE OF ASPHALTIC
MIXTURES
By
Ali Abdullah Al-Raqass
BSc CIVIL ENGINEERING
Submitted in partial, fulfillment of the requirement
for Degree of Master of Science in
Civil Engineering
(Highway and Geotechnical Engineering)
supervised by
Prof. Dr. Fadhl Ali Saleh Al-Nozaily
Dr. Abdullah Ahmed Al-Maswari
July 2019
SANA’A UNIVERSITY
GRADUATE STUDIES & SCIENTIFIC RESEARCH
FACULTY OF ENGINEERING
CIVIL ENGINEERING DEPARTMENT
Approval Sheet
‫تأثير نوع و محتوى المادة المالئة على سلوك الخلطات‬
‫االسفلتية‬
EFFECT OF TYPE AND CONTENT OF
MINERAL FILLER ON PERFORMANCE OF
ASPHALTIC MIXTURES
supervised by
Prof. Dr. Fadhl Ali Saleh Al-Nozaily
Dr. Abdullah Ahmed Al-Maswari
This thesis was defended successfully in July 17th, 2019
COMMITTEE MEMBERS
SIGNATURE
1. Prof. Dr. Eng. Fadhl Ali Al-Nozaily
2. Dr. Eng. Abdulsalam Al-Thawr
3. Dr. Eng. Abdelrakib Awon
i
ACKNOWLEDGEMENT
I would like to thank Prof. Dr. Fadhl Ali Saleh Al-Nozaily & Dr. Abdullah
Al-Maswari who have supervised my work over the last years.
I am very grateful to everyone involved in giving his time and resources to
this work. In particular, I would like to thank all technicians working in the
Asphalt plant of Military Construction Department and the people in the
Laboratories of Faculty of Engineering for their help support during my
studies.
Finally, the biggest thanks go to my family for all of the times I have locked
myself away and for all of the times when I have been busy and thinking
about the study.
ii
ABSTRACT
It’s believed that the components of Hot Mix Asphalt HMA (coarse/fine
aggregate, asphalt, air voids and mineral filler) have several roles in
performance of HMA. Therefore; this study has been carried out to study the
characterization of four types of mineral filler namely: Ordinary cement
(OC), Hydrated lime (HL), Granite Waste powder (GW) and Cement bypass
(BP), in addition to Basalt Dust (BD) as the control filler. All of these
materials were collected from local market and used individually in three
amounts (30%, 70%, 100%) (by weight of control filler) in HMA specimens.
General characterization of the fillers was undertaken to account for specific
gravity and mineralogy using Wavelength Dispersive X-Ray Fluorescence
Spectrometer (WDXRF).
The asphalt cement chosen for the study was 60/70 penetration grade
bitumen which was manufactured in Aden refinery. The bitumen was
rheologically characterized by using standard penetration and ductility tests.
Additionally, basalt coarse/fine aggregate were selected to blend and
compact 4 inches Marshall specimens.
iii
Marshall Test Method was used to obtain the optimum asphalt content for
the aggregate blend with 5% filler content (by weight of total aggregate) and
variable Mineral Filler (MF) contents, 30%, 70% and 100% were subjected
to Marshall test ASTM D 6927 and tensile strength ratio test ASTM D
4867/D 4867M.
Results indicate that the mineral filler which have the highest CaO content
increases asphalt and aggregate bonds and directly increases the Marshal
Stability and tensile strength. The results also show that excessive content
(100%) of high specific gravity mineral filler of (OC) tend to produce very
stiff and sticky mixture and that being difficult to compact. However,
Cement Bypass (BP) has fulfilled design requirement regarding the selected
Voids ratio of (4%) and minimum voids in mineral aggregate (VMA) of 14%
for the appropriate nominal maximum size of aggregate gradation. The
mixes of 70% HL, 100% BP and 70% GW have exceptionally increased
trend of Tensile Strength Ratio (TSR) and acts as more as control filler.
Generally, BP and GW are more economic than other mineral fillers and
utilizing these mineral fillers as part of pavement material would reduce the
negative environmental impact of the highway projects.
iv
ABBREVIATIONS
1s %
one-sigma limit in percent = appropriate standard deviation (1s) divided
by the average of the measurements and expressed as a percent.
AC
Asphalt cement
BD
Basalt Dust
BP
Cement Bypass
cm
Centimeter
D2s %
difference two-sigma limit in percent = 1s% x 2 X (2)0.5
et al.
“and others.”
g
Grams
Gmb
Bulk specific gravity of the compacted mixture
Gmm
Maximum theoretical specific gravity of asphalt mixture
Gs
Specific gravity
Gsb
Bulk specific gravity of aggregate
Gse
Effective specific gravity of aggregate
GW
Granite Waste powder
HMA
Hot Mix Asphalt
Kg
Kilogram
KN
Kilonewton
lb
pound
MF
Mineral filler
mm
Millimeter
OAC
Optimum asphalt content
OC
Ordinary Cement
ppm
Part per million
SMA
Stone Matrix Asphalt
SO
Single operator
Va
Volume of Air voids
Vba
Volume of absorbed asphalt
VBE
Volume of effective binder content
VFA
Voids filled with asphalt
VMA
Voids in mineral Aggregate
v
TABLE OF CONTENT
ACKNOWLEDGEMENT ................................................................................................................. ii
ABSTRACT ....................................................................................................................................iii
ABBREVIATIONS .......................................................................................................................... v
TABLE OF CONTENT .....................................................................................................................vi
LIST OF FIGURES: ....................................................................................................................... viii
LIST OF TABLES ............................................................................................................................ ix
CHAPTER ONE: INTRODUCTION ................................................................................................ 1
1.1.
Background.................................................................................................................. 1
1.2.
Problem Statement ..................................................................................................... 2
1.3.
Objective and Limitation ............................................................................................. 5
1.4.
Research Framework ................................................................................................... 6
1.5.
Thesis Organization ..................................................................................................... 8
CHAPTER TWO: LITERATUER REVIEW ........................................................................................ 10
2.1.
Introduction............................................................................................................... 10
2.2.
Previous Studies ........................................................................................................ 10
2.2.1.
Effect of Hydrated Lime ..................................................................................... 10
2.2.2.
Effect of Ordinary Cement & Cement Bypass .................................................... 13
2.2.3.
Effect of Basalt Dust & Granite/Marble Waste Powder ..................................... 20
CHAPTER THREE: METHODOLOGY ............................................................................................ 27
3.1.
Introduction............................................................................................................... 27
3.2.
Selected Materials: .................................................................................................... 27
3.2.1.
Asphalt Cement: .................................................................................................... 27
3.2.2.
Mineral Aggregate ................................................................................................. 28
3.2.3.
Mineral Fillers: ....................................................................................................... 30
3.2.3.1.
General Description ........................................................................................... 30
vi
3.2.3.2.
3.3.
Physical Requirements....................................................................................... 31
Experimental Work .................................................................................................... 34
3.3.1.
Hypothesis ............................................................................................................. 34
3.3.2.
Experimental Design .............................................................................................. 34
3.3.3.
Marshall Mix Design .............................................................................................. 36
3.3.4.
Tensile strength ..................................................................................................... 38
CHAPTER FOUR: RESULTS ANALYSIS AND DISCUSSION ............................................................. 40
4.1.
Volumetric Properties................................................................................................ 40
4.2.
Mechanical Properties ............................................................................................... 45
4.3.
Tensile Strength ......................................................................................................... 50
CHAPTER FIVE: CONCLUSION AND RECOMMENDATIONS ......................................................... 55
5.1.
Conclusion: ................................................................................................................ 55
5.2.
Recommendations and Further Research: ................................................................ 57
REFERENCES .............................................................................................................................. 58
APPENDIX A ............................................................................................................................... 62
ARABIC ABSTRACT ..................................................................................................................... 69
vii
LIST OF FIGURES:
Figure (1-1). Distresses and damages in asphaltic wearing course: ................................. 4
Figure (1-2): Research Framework ................................................................................... 7
Figure (3-1): Aggregate Gradation ................................................................................. 29
Figure (3-2): Experimental Program ............................................................................... 35
Figure (4-1): Air Voids & unit weight for Mixtures with control filler and 100% Lime,
cement, Bypass and Granite ................................................................................. 42
Figure (4-2): Air Voids & unit weight for Mixtures with 30% control filler. ................ 43
Figure (4-3): Air Voids & unit weight for Mixtures with 70% control filler. ................ 44
Figure (4-4): Flow & Stability for Mixtures with 100% MF. ......................................... 46
Figure (4-5): Flow & Stability for Mixtures with 30% control filler.............................. 47
Figure (4-6): Flow & Stability for Mixtures with 70% control filler.............................. 48
Figure (4-7): Stability& Flow, Air Voids, unit weight, VMA & VFA for Mixtures with
0.0%, 30% &70% control filler (C.F). ................................................................. 49
Figure (4-8): Indirect tensile strength & TSR for Mixtures with 100% MF.................. 52
Figure (4-9): Indirect tensile strength & TSR for Mixtures with 30% control filler. ..... 53
Figure (4-10): Indirect tensile strength & TSR for Mixtures with70% control filler. .... 54
Figure (A -1): Marshall Test Property Curves For Control Mix.................................... 66
viii
LIST OF TABLES
Table (2-1): Marshall Test Results (100 % Crushed Granite & 80/20 blend). [20] ............ 24
Table (2-2):Summary of measured filler properties [24] .................................................... 26
Table (3-1): Physical Properties of Asphalt Cement ........................................................... 28
Table (3-2). Aggregate Gradation ....................................................................................... 29
Table (3-3) Physical Properties of Aggregate. .................................................................... 30
Table (3-4): Description of Mineral Fillers ......................................................................... 32
Table (3-5): Mineralogy of Mineral Fillers ......................................................................... 33
Table (3-6): Marshall Mix Design Criteria (Ms2) & Results of Control Mix Test ............. 38
Table (4-1): Test Results For Marshall Test Specimens ..................................................... 41
Table (4-2): Test Results For TSR Test Specimens. ASTM D 4867/D 4867M .................. 51
Table (A-1): Test Report For Control Mix by Marshall Test Method (Volumetric
Parameters).......................................................................................................... 62
Table (A-2): Test Report For Control Mix by Marshall Test Method (Stability-flowstiffness) .............................................................................................................. 64
ix
CHAPTER ONE:
INTRODUCTION
1.1.
Background
Flexible pavement is being commonly used in Republic of Yemen since the
government continuously aimed to upgrade the road network. On the other
hand, it is reported that common asphalt pavement distresses such as
stripping, permanent deformation (rutting) and fatigue cracking are being
observed after traffic operations. Commercially, this requires large amount
of maintenance work. Many researches have been conducted in other
countries to produce mixes using local materials for purposes of improve
Hot Mix Asphalt (HMA) properties. Mineral filler is one of the local
materials that can play an important role for improving HMA performance.
Mineral filler defined as that portion in the total mix of aggregate that is
finer than 0.075mm (no. 200) sieve. This material was originally added to
dense-graded Hot Mix Asphalt (HMA) and can reduces the air voids in the
mixture, the other interactions are depending on the chemical and physical
composition of the Mineral Filler (MF).
During the mixing of asphalt binder and aggregates, the asphalt binder
combines the fines material to form fines-asphalt mortar. Physically, the
1
addition of fines to the combined can extend or stiffen the asphalt binder or
both. Definitely, this modification of asphalt mastic should affect the HMA
performance.
This study is not intended to investigate or compare similar ideas related to
the effects of MF on HMA but to prove the ability of use local MF as a part
of asphaltic mixture components that presumed to play main role on the
performance of HMA by whether, physical or chemical effects.
1.2.
Problem Statement
Asphalt concrete mix design requires the designer to select a combination
of aggregates, asphalt binder and air voids to produce a mix that meets the
criteria of the technical specifications of the projects.
Historically, it has been found that air voids ratio in the range of 3 to 5 % is
required for durable concrete mixes. Thus, the difficult thing is how the
designer can satisfy all criteria of HMA design such as, stability and
durability which depend on the attraction bond between asphalt and particles
of Mineral Filler, also the voids in the mineral aggregate (VMA) which has
significant influence in the volumetric properties of the mix.
[Adequate rut resistance can be achieved regardless of VMA by making
certain that the proper binder grade is selected for a given application and
2
that the aggregate blend contains sufficient fines relative to the design VMA]
Donald et al. [6].
The binder film thickness which depends on MF amount is to function on
the volume of asphalt mastic within the mix and the attraction bond between
asphalt and particles [16]. Since the purpose of the binder is to coat and bind
the aggregates together, the binder film thickness is a key factor in asphalt
concrete mix design.
On the other hand, in the construction of road, highway and airfield
pavement, one of the main problems is insufficiency of amount/type of
mineral fillers. Therefore, it is important to find an alternative type of
mineral filler materials. Thus, this study was made with this intention.
Currently, Sana’a, as well as many other governorates, use the crushed
basalt (coarse aggregate, fine aggregate and dust) for numerous mixes.
Depending on cost, crushed basalt dust may be more economical than
hydrated lime, Ordinary Cement, etc. The difference in physical and
chemical properties of other mineral fillers versus basalt dust leads to the
question of whether or not the use of other fillers is appropriate for HMA.
The visual survey for some of recently paved road in the Capital of Sana’a
indicates several damages and distortions of asphalt wearing course
(especially after one or frequent rain season) and this research is trying to
3
find out a new MF that can build more durable mixes. Figure (1-1) shown
below illustrates deteriorations and damages in asphaltic wearing course.
a)
b)
c)
Figure (1-1). Distresses and damages in asphaltic wearing course:
4
1.3.
Objective and Limitation
The main goal of this research is to support the understanding, development
and implementation of four local materials of MF (HL, OC, BP, GW) in
addition to the control filler (Basalt dust) that can be used in wearing course
HMA. The objectives of this research are as follows:
- Determine the main properties and Mineralogy of different types of
fillers that can be used in local HMA. This includes Portland cement
(OC), Basalt dust (BD), By-pass product (BP), Granite waste (GW) and
hydrated lime (HL).
- Determine the effect of the type and quantity of fillers on the volumetric
properties of HMA (Va, VMA, Vfa, and Unit weight).
- Determine the effect of the type and quantity of fillers on the mechanical
properties of HMA (Stability, Flow, and Resistance of moisture-induced
damage).
- Recommend the most suitable filler type and content for local use.
- Participate in better management of wastes through the possible use of
different type of wastes in roads construction as an environmental issue.
5
1.4.
Research Framework
In order to achieve the objectives of this research comprehensive approach
has been formulated as shown in Figure 1-2
6
Phase I – Problem
definition, objectives&
L.R
Problem statement
Objectives
Literature review (L.R.)
Material collection and characterization
Optimum asphalt content determination for control mix.
(Materials used in Cont. Mix: basalt aggregate & basalt dust "BD" as MF)
MF optimization
(Replacing reference MF used in control mix i.e. BD by different types of
filler i.e. HL, OC, BP or GW at three levels of replacement 30, 70 & 100%)
MF1 (HL)
30, 70 & 100%
MF2 (OC)
30, 70&100%
MF3 (BP)
30, 70&100%
MF4 (GW)
30, 70&100%
Comparing the volumetric& mechanical properties of
the mixes
Phase II – Experimental Program (Methodology)
Selection of Aggregate gradation
Water susceptibility investigation.
Phase III –Result
Analysis/ Discussion
& Recommendations.
Final tuning to select best filler type and percentage
Analysis and discussion
Recommendations
Figure (1-2): Research Framework
7
1.5.
Thesis Organization
This thesis contains five chapters, list of references, an abstract in both
language (Arabic and English) and one appendix. Brief description of each
chapter is given in the following paragraph:
- Chapter one (introduction):
This chapter presents background of the research related to HMA, in
addition to problem statement, objective and limitations, research
framework and thesis organization.
- Chapter two (literature review):
This chapter gives brief summary for the researches related to the subject of
this thesis.
- Chapter three (Methodology and experimental work):
This chapter describes a procedure required to achieve the objectives of this
research. A comprehensive approach has been formulated to include
material used, laboratory work and testing procedures.
- Chapter four (Results, analysis and discussion):
This chapter gives results, comparison and discussion related to the using
of different type and amount of mineral fillers.
8
- Chapter five (Conclusion and Recommendations):
This chapter concludes the main findings of this research in addition to the
recommendations for future work.
Finally, the list of references and appendix (A) are presented.
9
CHAPTER TWO:
LITERATUER REVIEW
2.1.
Introduction
Until now, there is no study in the Republic of Yemen related to MF and its
effect on HMA. Various global studies have tested the properties of mineral
filler and focusing its influence on performance of asphalt paving mixtures
in terms of permanent deformation, fatigue cracking, and moisture
susceptibility.
2.2.
Previous Studies
2.2.1. Effect of Hydrated Lime
Khodary (2016) [9] added nano-hydrated lime (n HL) to the asphalt cement
of 60/70 penetration grade and studied the improvement of HMA physical
and mechanical properties in addition to fatigue life using Marshall stiffness
test, Flexural bending test and Fatigue test. The result shows that the
mechanical properties of modified asphalt concrete mixtures were improved
in the terms of Marshall stiffness and flexure strength. However; the
improvement in fatigue life for modified asphalt concrete mixtures with
Nano-hydrated lime (nHL) is not high compared with other types of
additives.
10
Jaya and Asif, (2015) [12] have a study to determine the asphalt thickness using
Hveem method by determining the total surface area. In this study, the effect
of fillers namely, Hydrated lime, Ordinary Portland Cement, and Fly ash in
varying percentage (2%, 4% and 6% by weight of aggregates) on bituminous
mixtures also discussed.
The evaluation of these mineral fillers conducted using Marshall mix design
parameters. The results of film thickness determination show that an average
film thickness of 6 μm is obtained for all fillers which is necessary for
durability of the mixes. The Fatigue results display that Lime at 4% can be
used for improved performance but the authors recommended using 2% for
both cement and fly ash filler.
Satyakumar et. al (2013) [13] cites that hydrated lime significantly
improves stability of HMA and increases its resistance to permanent
deformation. The creep characteristics, the stiffness modulus values and the
dynamic modulus were obtained in this study and shows that the most
advantageous filler among the three investigated fillers (hydrated lime, fly
ash and phosphogypsum) is hydrated lime, the other fillers shows
improvement from the control mix.
For 1.5% hydrated lime addition by the total weight of the mix the indirect
stiffness modulus value increased by 103.6% compared with the control
11
filler, while by the addition of phosphor-gypsum and fly-ash in the same
amount increased the indirect stiffness values by 16.9% and 11.4%
respectively.
Zeng and Wu (2008) [15] studied the effects of type and content of mineral
filler on the mixing and compaction temperatures of asphalt mixture. Two
types of asphalt binder (PG 64-28 unmodified asphalt binder, and PG 70-28
styrene-butadiene-styrene (SBS) modified asphalt binder) and three types of
mineral filler (Pulverized lime stone, portland cement and hydrated lime)
were used in this study to prepare asphalt mastic and six dust-to-binder ratios
were used in the mastics [i.e., 0 (without filler), 0.3, 0.6, 0.9, 1.2, and 1.5].
The dust-to-binder ratio of 0.9 for pulverized limestone is equivalent to 0.75
for portland cement and 0.4 for hydrated lime. For a change of 0.1 in dustto-binder ratio, the mixing and compaction temperatures vary 3.5°C for
pulverized limestone mastics, 4.8°C for Portland cement mastic, and 9.3°C
for hydrated lime mastic.
Lesueur and Little, (1999) [5] studied the influence and the multifunctional
benefits of Hydrated Lime (HL) in the asphalt mixes, particularly, the
interaction of HL with bitumen. Some of objectives of this study were to
compare the impact of HL and Siliceous Filler on the rheology of the asphalt
mastic; and to evaluate the impact of these two fillers on the damage process
12
of mixtures. The Dynamic Shear Rheometer (DSR) and Dynamic
Mechanical Analysis (DMA) were used to assess the impact of the fillers on
rheology at high and intermediate temperatures. The Bending Beam
Rheometer (BBR), tensile elongation, and fracture tests were used to assess
the impact of the fillers on the performance-related rheology of aged bitumen
at low performance temperatures.
The authors concentrated on promoting improved high-temperature
performance of the bitumen and mixture. (i.e., improved rutting resistance),
and they found that the addition of HL to a “compatible bitumen” may affect
the high-temperature rheology to much higher degree than an inert filler such
as silica fines. The reason of these effects is the ability of the HL to produce
an “interactive” layer with bitumen that depends not only on the
compositional and elemental characteristics of the bitumen, but also on the
time and temperature of the reaction period.
2.2.2. Effect of Ordinary Cement & Cement Bypass
F. Khodary et al. (2013) [7], prove the using of Nano-materials namely
cement bypass to improve physical, chemical, and rheological properties of
bitumen. In this study, asphalt cement 60/70 penetration grade was used to
prepare modified asphalt mastic by 8%, 10%, 15% and 20% of nanomaterial
13
cement bypass by weight of asphalt cement. The optimum modification level
was determined by using transmission electron microscope (TEM, JEOL
JEM-1230 with accelerating voltage of 120 kV) for the asphalt mastic. The
compressive strength also conducted for both modified and unmodified
asphalt mixtures prepared by Marshall mix design method.
The penetration for the modified bitumen decreases and softening point
increases with the increase of cement bypass ratio. However, 15% of nanosized cement bypass gives the highest penetration, softening point and
compressive strength.
Ahmed, et al. (2006) [10] studied the using of Cement Bypass (cement
waste dust) as mineral filler in HMA instead of the lime stone dust and they
used five amount of cement waste dust, 0%, 25%, 50%, 75% and 100% by
weight of lime stone filler with 5% asphalt content. The filler content was
5% by weight of total aggregate.
The authors found that the increasing of cement dust increases Marshall
stability, specific gravity, indirect tensile strength, and unconfined
compressive strength. On the other hand, the flow, void ratio and voids in
mineral aggregates values decrease as the cement dust content increases.
Further, the optimum content of cement waste dust was 100% by weight of
14
filler content. Thus, they concluded that the cement waste dust can replace
lime stone as mineral filler in asphalt concrete mixtures.
Kerh et al. (2005) [23] evaluated MF to be used as anti-stripping additives
mixing in HMA, they compared the effectiveness of three mineral fillers
including rock dust, rock dust with 1% lime, and rock dust with 1% cement
in the HMA depend on several categories as well as stability value, flow
value, retained strength, wrapped asphalt rate in grains, resilient modulus,
dynamic stability, and rate of rutting deformation.
The results obtained from Marshall Design Method showed that the
mixtures included rock dust with lime have higher stability value, lower flow
value, and higher retained strength. Also, the authors found that the HMA
with same filler type (rock dust with 1% lime) has higher dynamic stability
value, lower rutting value, lower deformation rate, and higher percentage of
wrapped asphalt in the grains than other fillers according to rutting
simulation results and boiling method test.
Finally, the authors concluded that the rock dust with lime could increase
the ability of anti-stripping and resistance to rutting deformation.
Al Jassar et al. (2004) [1] studied the effect of pulverize limestone and
Portland cement as a filler in Kuwait’s local asphalt mixes. The
characteristics of two filler types were evaluated, individually, according to
15
Marshall Test and retained strength test (AASHTO T 165-99) with three
filler content 4%, 5%, and 6% (by weight of aggregate).
The authors concluded that both filler types have no significant effect on
Marshall stability. However, using Ordinary Portland Cement resulted in the
higher values of retained strength. The authors also found that the increasing
of cement content above 5% decreases Marshall stability, and increases the
retained strength. On the other hand, increasing the amount of pulverized
limestone filler content beyond 5% increases Marshall stability values and
decreases the retained strength. In this study, the optimum filler contents
were 5% and 6% for limestone and Portland cement fillers respectively.
Ramzi et al. (2002) [17] investigated the potential of use cement bypass dust
(CBPD) as mineral filler in asphalt concrete mixtures.
Two tasks were specified by the Authors, the first was investigating the
effect of cement bypass addition on asphalt binder properties and the other
task was the evaluating asphalt concrete mix design properties using
Marshall testing.
Binder properties (penetration, ductility, and softening point) were
investigated by adding either lime or cement bypass dust CBPD (0, 3, 5, 7,
10, and 15%) to the binder, then three different asphalt mixes were prepared
using 5% lime (as control filler), 5% CBPD substitution of 5% lime and 13%
16
CBPD substitution for lime plus fine aggregate retained on #200 mesh . The
mixtures were subjected to Marshall test method. The results indicate that
the 5% CBPD produced same optimum asphalt binder content (4.5%, by
weight of aggregate) as the control mixture without any negative effect on
asphalt concrete properties (stability, flow, Va, VMA, and VFA). However,
the use of 13% CBPD substitution for lime and fine aggregate requires a
higher optimum asphalt binder content of 5.7% by weight of aggregate. This
will produce an uneconomical mix. Accordingly, 5% CBPD substitution for
lime would be the optimum used in asphalt paving mixtures.
Arnaout (1995) [18] studied the performance of H.M.A related to MF. The
study aimed to discovering the possibility of improving the properties of the
bituminous mixtures by using 5% and 9% filler content (by weight of
aggregate). Eight different types of filler [Lime stone dust, Basalt dust,
Rapid hardening cement, Ordinary Portland cement, granite dust, Oil-shale,
Marble waste powder, and white cement waste powder] were singly used.
Stability, flow, air voids, and VMA were investigated in accordance with
Marshall mix design test with using limestone as aggregates, while five
percentages of asphalt content were used namely 4.5, 5, 5.5, 6, and 6.5 by
weight of total mix.
17
After grading of HMA properties test results, the author concluded that the
ordinary Portland cement and limestone fillers have a good effect on flow at
5%, but the best filler on stability was the granite (stability 3580 Ib) at similar
filler content. Also, basalt exhibited best mechanical properties (stability
3100 Ib) among all fillers that participated alike filler content (9%).
Al-Haddadin (1994) [14] has a study about the possibility of using Waste
Powder of White Cement (WPWC) in HMA and the effects of this material
on HMA properties. The filler content was 5% by total weight of aggregate,
and three types of mineral filler (WPWC, lime, and aggregate dust) were
used.
The author made combinations of lime/filler, WPWC/filler and
lime/WPWC as three groups of Marshall specimens that soaked in water
before that were tested for 30 minutes, 24 hours, 30 minutes at temperature
of 60o C, 60o C, 100o C; respectively.
The results of this study show that the value of stability, retained stability
and flow when using WPWC filler in HMA is better comparing with the
mixes with lime and aggregate dust fillers.
Likitlersuang and Chompoorat (2016) [19] studied the influence of filler
materials on volumetric properties and mechanical performances of asphalt
concrete. The AC60/70 asphalt binder incorporating with cement and fly ash
18
as filler materials were mixed with limestone aggregate using Marshall mix
design method. The filler contents of cement and/or fly ash were varied. The
non-filler asphalt concrete mixtures of the AC60/70 and the polymer
modified asphalt were prepared for the purpose of comparison. The indirect
tensile test, the resilient modulus test and the dynamic creep test are
conducted under the humid temperate environments were then carried out
under standard temperature (25 oC) and high temperature (55oC).
The volumetric analysis and scanning electron micro graphs show that
shape and size of particles for both cement and fly ash can affect in
workability during the mixing and compaction and affecting the density as
result, however, fly ash provides denser properties than cement because fly
ash has greater specific surface area. The authors noted that the regular shape
and large enough diameter of particles acts as a friction-lubricating agent.
In this study, results show that cement and/or fly ash were beneficial in terms
of improved strength, stiffness and stripping resistance of asphalt mixture.
In addition, the combined use of both cement and fly ash can enhance rutting
resistance at wet and high temperature conditions. The results indicate that
the strength, stiffness and moisture susceptibility performances of the asphalt
concrete mixtures improved by filler are comparable to the performance of
the polymer modified asphalt mixture.
19
2.2.3. Effect of Basalt Dust & Granite/Marble Waste Powder
Barra et al. (2014) [3] observed that the granite and limestone powder have
physical (hardening) and chemical (adhesion) effect on asphalt mastics and
asphalt mixtures. The samples containing 6% of each type of mineral filler
and asphalt binder (50/70) was evaluated through semi-quantitative
chemical analyses by X-ray fluorescence, granulometry by low angle laser
emission, scanning electron microscopy, softening point tests, penetration
tests, and aggregate-asphalt binder and aggregate mastic adhesion tests.
The results of adhesion and softening point tests that carried out after five
days of mixing time proves decisively the long-range chemical reaction due
to the addition of filler which provided the largest electrical field of
molecular interaction and with positive electrical charge (cationic), i.e., the
limestone powder.
The authors concluded that the active behavior of the fillers in the mastic
formulation is not related to the size of the particles, but rather to their form,
surface texture, specific surface area and mineralogical nature.
West and James (2005) [25] evaluated the Lime Kiln Dust (LKD) as mineral
filler for Stone Matrix Asphalt (SMA). The study compared the LKD to
20
common rock dust filler (marble dust) accordance with AASHTO PP41
Designing Stone Matrix Asphalt.
The specimens that consist of 7% filler content were tested by Resistance
of Compacted Bituminous Mixture to Moisture Induced Damage Test,
Tensile Strength Ratio Test, and additional moisture damage susceptibility
tests with harsher conditioning procedures to assess the potential for
moisture damage, and the reaction of available lime with water for the SMA
mixes.
The results showed that the Lime Kiln Dust (LKD) acts as well or better
than rock dust mineral filler and the SMA resistance to moisture damage
depends on the conditions of laboratory tests field, and the available calcium
oxide content on Lime Kiln Dust (LKD). Also, the authors believed that the
basic TSR tests can identify material problem.
Asi and Assa’ad (2005) [11] studied the performance of oil shale fly ash on
asphalt mixes through laboratory evaluation, and investigated the optimum
replacement percentage of the mineral filler with the fly ash. The selected
aggregate was the crushed limestone and 5.25% optimum asphalt content
was obtained using Marshall mix design procedure at 5% filler content by
weight of total mix. Asphalt concrete samples were prepared for 0% fly ash
(control mix), 10, 50, and 100% fly ash as replacement of the mineral filler.
21
In this study, the improvement in stripping resistance (water susceptibility)
of the asphalt concrete mixes due to the addition of the fly ash was evaluated
by the decreasing in loss of indirect tensile strength (ITS) value after
immersion in water for 24 h at 60°C according to AASHTO T-283 test
procedure. The authors found that the increasing of fly ash content more than
10% (by weight of filler content) decreases the Marshall stability of
unconditioned specimens and increases the Marshall stability for the
conditioned specimens. Also, the mix of 100% fly ash has the highest
improvement in the ITS loss value 18% (TSR%=82).
The authors concluded that the strength properties of the tested asphalt
concrete mixes indicated that replacing 10% of the mineral filler by fly ash
was the optimal replacement percentage, and the replacement of mineral
filler by fly ash can reach up to 50% without disturbing the performance
properties of the asphalt concrete mixes.
Tayebali et al. (1998) [21] studied the effect of MF type and amount on
design and performance of asphalt concrete mixtures by using marshal mix
design. The authors obtained the optimum asphalt content at 5% air voids
for 100% crushed granite and 80/20 crushed granite to natural sand blend,
respectively. They found that increasing the amount of MF, decreases
asphalt content, increases stability and bulk specific gravity of mixtures
containing 100% crushed granite at 5% air voids.
22
For the 80/20 aggregate blend, they found that increasing MF, decreases
asphalt content, decreases VFA, and increases Marshall stability. However,
increases in MF amount didn’t appear to affect greatly, VFA and Marshall
Flow for the aggregate blend of 100% crushed granite. Also, for the other
blend there wasn’t affect for increases MF on Marshall Flow and bulk
specific gravity. (Comparison of test results in Table 2-1).
On the other hand, the authors found that the increasing in amount of mineral
filler decreases the value of permanent deformation by applying repeated
load shear test to ensure that no adversely affecting of asphalt mixtures
rutting (permanent deformation performance) within the range of MF
content and type used in their study.
23
Table (2-1): Marshall Test Results (100 % Crushed Granite & 80/20
blend). [21]
Mix Properties
Mineral Filler Content
4%
6%
8%
12%
100 Percent Crushed Granite
Optimum Asphalt Content (%)
6.2
5.6
5.2
4.8
Marshall Stability (KN) (5.782 min)
11.56
12.90
12.90
14.18
Marshall Flow (7-18)
15.0
13.8
13.2
15.7
Air Voids (%)
5.0
5.0
5.0
5.0
VFA (60-75%)
72.0
71.0
70.0
71.0
Unit weight (kg/m3 )
2272.4
2285.3
2293.3
2315.7
80/20 Aggregate Blend
Optimum Asphalt Content (%)
5.7
5.2
5.2
4.3
Marshall Stability(KN)(5.782 min)
12.01
14.01
13.79
19.13
Marshall Flow (7-18)
13.5
13.0
12.8
13.0
Air Voids (%)
5.0
5.0
5.0
5.0
VFA (60-75%)
69.0
68.0
68.0
63.0
Unit weight (kg/m3 )
2291.7
2306.0
2296.5
2320.5
American Journal of Applied Sciences 2 (10): 1427-1433, 2005ISSN 1546-9239
Wang, et al. (2011) [24] have analyzed the effect of mineral filler properties
on asphalt mastic and the rutting potential of asphaltic mixture. The mineral
filler properties were characterized by four tests: Rigden voids (RV),
fineness modulus (FM), calcium oxide (CaO) content, and methylene blue
value (MBV). The rheological properties of asphalt binder and mastic were
characterized with the use of apparent viscosity and multiple stress creep
recovery tests. Dynamic modulus and flow number tests were conducted to
examine the asphaltic mixture rutting potential.
24
The tested mixtures included several variables: four asphalt binder types,
including virgin and polymer modified; two aggregate gradations; and a
selected group of fillers (refer to table 2-2).
The study concluded that asphalt mastic performance was significantly
affected by the fractional voids in the filler and possibly by the CaO content
and FM. This effect, however, depended on binder type. On the one hand,
the styrene–butadiene–styrene (SBS) modified binder showed the strongest
effect as a result of the mineral filler inclusion when tested as mastic. On the
other hand, RV and CaO content showed relatively greater correlation with
the mixture rutting potential, as compared with other filler properties.
Addition of RV improved the prediction models for dynamic modulus and
flow number. The effect of RV on the mixture rutting potential was more
pronounced for the coarse mixture than for the fine mixture.
25
Table (2-2):Summary of measured filler properties [24]
`
26
CHAPTER THREE:
METHODOLOGY
3.1. Introduction
To achieve the objectives of this research, HMA material composite were
brought from different places inside the Country. and before preparation to
more than 120 HMA compacted specimens, these materials have been
subjected to the required tests to satisfy HMA material specifications for the
road and highway construction. The laboratory tests of physical properties
for asphalt cement was achieved at the laboratory of Faculty of Engineering.
Further experimental work was achieved at the laboratory of the Mix Plant
of Military Construction Department during the period of twelve months,
from 15th May 2013 to 29th May 2014 (about 180 working days) due to their
administration and conditioned by the availability of electrical power that
was working only at mixing time.
3.2. Selected Materials:
3.2.1. Asphalt Cement:
One type of asphalt cement was used in this research. Asphalt (60/70)
penetration grade was brought from Aden Refinery Company, and it is
27
widely used in flexible pavement constructions. Table (3-1) presents the
physical properties of Asphalt cement.
Table (3-1): Physical Properties of Asphalt Cement
Property
Test Method
Test Result
Ductility at 25°C 5 cm/min, cm
ASTM D113
116.7
Penetration at 77°F (25°C) 100 g, 5 s
ASTM D5
66.6
Flash point, °C (Cleveland open cup)
ASTM D92
280o
Specific Gravity 25°C
ASTM D70
1.028
3.2.2. Mineral Aggregate
The crushed Basalt stone used in this research were subjected to several
tests in order to assess their physical characteristics and suitability in the road
construction. The mineral aggregates were obtained from the quarry of
Military Construction Department located at Sawan area, east side of Sana’a
Capital. The coarse and fine aggregate particles were separated into different
sieve size and proportioned to obtain the chosen gradation for bituminous
mixtures 12.5mm nominal maximum aggregate size. The selected fine and
coarse aggregate was controlled by Standard Specification for Coarse & Fine
Aggregate for Bituminous Paving Mixtures ASTM D 692 & ASTM D 1073.
Incorporating mineral fillers, the Job-Mix-Formula (JMF) for the aggregate
particle size distribution that used for the preparation of mixtures and the
specified grading limits (according to Projects Department of Secretary of
Capital) are shown in Figure 3-1 and Table 3-2.
28
Figure (3-1): Aggregate Gradation
Table (3-2). Aggregate Gradation
Selected
Blend
Sieve size
Specifications
Passing %
3/4''
19
mm
100
100
1/2''
12.5
mm
95
80 - 95
3/8''
9.5
mm
85
-
#4
4.75
mm
56
48 - 62
#8
2.4
mm
38
30 - 45
#16
1.18
mm
26
-
# 30
0.6
mm
19
-
# 50
0.3
mm
13
16 - 26
# 100
0.15
mm
9
8 - 18
# 200 0.075
mm
5
4-8
29
To investigate the physical properties of the aggregates and their suitability
in road construction, several tests were conducted as listed in Table 3-3.
Table (3-3) Physical Properties of Aggregate.
Properties
Coarse
Fine
Aggregate
Aggregate
44%
51%
Abrasion loss (%)
14
(Los Angeles)
Specific gravity
2.824
--Specific gravity
2.741
Test Method
(ASTM C131)
(ASTM C127)
(ASTM C128)
Note: Gef (Effective specific gravity of aggregate mixture) =2.824
Gsb (Bulk specific gravity of aggregate mixture) = 2.782
3.2.3. Mineral Fillers:
3.2.3.1. General Description
Mineral filler shall consist of finely divided mineral matter such as rock
dust, slag dust, hydrated lime, hydraulic cement, fly ash, loess, or other
suitable mineral matter. At the time of use, it shall be sufficiently dry to flow
freely and essentially free from agglomerations.
30
3.2.3.2. Physical Requirements
Mineral filler shall be graded within the following limits (ASTM D242):
Sieve
Percent Passing (by Mass)
600-μm (No. 30)
100
300-μm (No. 50)
95 to 100
75-μm (No. 200)
70 to 100
Mineral Filler prepared from rock dust, slag/kiln dust, loess and similar
materials shall be free from organic impurities and have a plasticity index
not greater than 4.
Five types of local Mineral Filler were studied in this research, basalt dust
(BD) as control filler, Hydrated Lime (HL), Ordinary Cement (OC), Cement
Bypass (BP), and granite waste powder (GW). The description and specific
gravity are shown in Table 3-4. The results of mineral composition (using
WDXRF machine) is presented in Table 3-5.
31
Table (3-4): Description of Mineral Fillers
Type
of
MF
Specific
Gravity
Special
information
Quarry of
Military
Construction
Department
located at
Sawan area
2.85
Low to medium
priced and poor
production
2
Hydrated Sayun City/
Lime
(traditional
(HL)
production)
2.52
Medium to high
priced
3
Ordinary
Cement
(OC)
Amran
Cement
Plant
3.12
High priced put
available
4
Cement
Bypass
(BP)
Amran
Cement
Plant
2.82
Approachable by
transportation
cost only
(up to 15% of
Clinker)
5
Granite
Waste
Powder
(GW)
Marib
Governorate
2.63
Approachable by
transportation
cost only
Index
1
Basalt
Dust
(BD)
Source
32
Normal
Photograph
Table (3-5): Mineralogy of Mineral Fillers
LAB.
CODE
MF
1
2
3
1
2
HL
OC
B
GW
BP
SiO2
%
2.22
18.1
40.4
2.79
13.45
Al2O3
%
0.46
4.5
12.8
1.07
5.29
Fe2O3
%
0.39
3.43
13.4
1.11
2.68
CuO
(20ppm)
15
-
CeO2
%
CaO
%
MgO
-
0.02
-
61.23
58.74
8.63
52.4
57.68
%
13.7
0.06
3.64
0.79
2.89
NiO
(ppm)
-
-
16
-
SrO
%
0.07
0.1
0.06
0.1
0.81
Rb2O
(ppm)
-
-
16
-
0.03
TiO2
%
-
0.44
3.34
0.13
0.32
SO3
%
0.13
3.01
0.05
0.14
7.19
MnO
%
72 ppm
0.06
0.19
0.03
0.04
K2O
%
0.11
1.1
0.1
0.09
5.97
ZrO2
%
-
0.01
0.03
66 ppm
96 ppm
Na2O
%
0.12
0.32
2
0.19
0.24
P2O5
%
-
0.07
0.48
0.04
-
ZnO
%
0.01
48 ppm
0.01
Nb2O5
ppm
-
-
35
L.O.I *
%
33.88
6.17
14
40.12
4.09
Total
%
99.9
99.98
100
100
99.98
* L.O.I = Loss on Ignition
33
3.3. Experimental Work
3.3.1. Hypothesis
Based on the results of mineralogy test the percentage of calcium oxide
(CaO) is highly presented in four types of MF (HL,OC,BP,GW) that
expected to increasing the bond between aggregate and asphalt [2] [4]& [8].
And referring to literature review presented in chapter two, it has concluded
that the type and amount of MF has an effect on the performance of HMA.
The hypothesis of this research is that the using of three contents of different
type of local mineral fillers could interact to create unconventional asphalt
blends which have well properties concerning the stability and water
susceptibility than the conventional or common blends.
3.3.2. Experimental Design
In this study, the effects of MF on HMA were evaluated by multiple
laboratory test methods and conditioning procedures for several mineral
fillers. Figure 3-2 illustrates the experimental program of the research.
34
Collection of AC
Collection of Fillers
Collection of Aggregate
Characterization of
Collected Materials
Selection of Aggregate
Gradation and MF content
Control Mix
AC % = ( 5.2 )
Filler percentage of
aggregate blend= 5 %
Determination of (OAC) Using
Marshall Mix Design
Procedure
MF 1
(HL)
MF 2
(OC)
MF 3
(BP)
Same as MF 2
Same as MF 2
% MF by weight of control filler
30%
Same as 70%
100%
70%
Marshall
(0%control filler)
Indirect
tensile
Strength
&
TSR
Stability
Flow
Unit weight
Air voids
VMA
VFA
Dry
Same as 70%
Wet
Figure (3-2): Experimental Program
35
MF4
(GW)
Same as MF 2
3.3.3. Marshall Mix Design
[The Marshall method of HMA mix design was originally developed by
Bruce Marshall in the 1940s, while he was working for the Mississippi State
Highway Department. The procedure was later adopted and further refined
by the U.S. Army Corps of Engineers (USACE). A wide range of engineers
and organizations have proposed improvements and variations to this design
procedure; publications of the Asphalt Institute are considered by many to
be the best references for this and many other mix design methods] (NCHRP
_rpt_673)
This method is used in this study to evaluate the selected aggregate
gradation & asphaltic mixtures. Standard test method ASTM D6926 &
ASTM D6927 was conducted to determine the optimum asphalt content for
the control mix. Before preparation of test specimens, mixing and
compaction temperatures were determined using the physical properties of
asphalt cement (viscosity). This was established by testing the asphalt
cement viscosity at different temperatures and plotting the viscosity versus
temperature relationship. The temperature that produce viscosities of 170 ±
20 centistokes kinematics and 280 ± 30 centistokes kinematics were
established as the mixing and compaction temperatures respectively. In this
study, mixing temperature was 160o C and the compaction temperature was
140o C.
36
An aggregate weighing about 1200g and heated to a temperature of 170o C,
the 60/70 asphalt grade was also heated to a temperature of 140o C. Then,
these ingredients were mixed at a temperature of 160o C, as previously
discussed. The percent by weight of asphalt content for was taken with
respect to the total weight of the mixture. The mixture was then placed in the
preheated mold and compacted using 75 blows on both ends of specimen.
After compaction, the specimen was allowed to cool and removed from the
mold by means of an extrusion jack. In accordance with Marshall Test
Method, four different AC percentages were used (4.5, 5, 5.5 and 6%) with
5% of Basalt dust control filler and each compacted test specimens were
subjected to determination of unit weight & void analysis, in addition to
stability and flow tests. Then, plots were made to determine the optimum
asphalt content. The selected optimum asphalt content OAC shall meet the
standard requirement shown in Table 3-6.
After select the OAC, 39 specimens were mixed with 5% control filler (by
weight of total aggregate) in addition to the suggested mineral fillers (HLOC-BP-GW) with different amount of 30%, 70% and 100% by weight of
control filler. Same to the previous, each compacted test specimens were
subjected to volumetric analysis and stability-flow test.
Appendix (A) illustrates all test results of Marshall test specimens.
37
Table (3-6): Marshall Mix Design Criteria (Ms2) & Results of
Control Mix Test
Control
Minimum Maximum
mix
AC =
5.2%
Compaction, number of blows
75
each end of specimen
Stability Kg (lb.)
75
815.4
1594
(1800)
(3518)
Flow, 0.25 mm (mm)
8 (2)
14 (3.5)
12.2 (3.05)
Percent Air voids %
3
5
4.02
Percent voids in mineral aggregate
(VMA)
(Design Air voids=4%)
14
15.1
Nominal Maximum particle size
12.5mm
Percent voids filled with asphalt
65
(VFA)
75
73.4
3.3.4. Tensile strength
ASTM D 4867/D 4867M was performed by compacting specimens (using
Marshall hummer) to an air void level of six to eight percent. The steel
loading strips were manufactured locally according to ASTM test method
38
D4123. Three specimens are selected as a control and tested without
moisture conditioning, and extra three specimens are selected to be
conditioned by saturating with water in temperature of 60o C. The specimens
are then tested for indirect tensile strength by loading the specimens at a
constant rate and measuring the force required to break the specimen. The
tensile strength of the conditioned specimens is compared to the control
specimens to determine the tensile strength ratio (TSR). As Marshall tests,
charts were made to show the dry tensile strength, conditioned tensile
strength and TSR values of each respective specimen prepared using control
filler the Basalt dust and different types of mineral fillers (HL-OC-GW-BP)
in addition to different ration (30%, 70% only ) of MF by weight of control
filler as specified in chapter 4.
39
CHAPTER FOUR:
RESULTS ANALYSIS
AND DISCUSSION
4.1.
Volumetric Properties
Results from Marshall test Method at 100% of MF that shown in Table 4-1
and Figure 4-1, specimens with lowest specific gravity MF (HL or GW)
gains low air voids and high unit weight values, this indicates that the HL &
GW improve the workability of the mixture. Conversely, the other types of
fillers that have higher specific gravity value (OC and BP) increase the air
voids and decrease the unit weight of the mixtures. In fact, the excessive
content of this type of mineral filler may tend to produce a mixture that is
very stiff and sticky and difficult to compact. This effect decreases when
increasing the amount of control filler (refer to air voids & unit weight results
of 70 & 30% control filler shown in Fig. 4-1-2& 4-1-3. At these ratios, the
specimens have low air voids value and high unit weight value comparing
with the control mix.
As for percent air voids and VMA, Asphalt Institute [22] requires the
achievement of 4% air voids in asphalt mixture specimen that have
compaction of 75 blows on each end and minimum VMA is equal to 14 %
for the same chosen air voids limitation and Nominal maximum Particle size
12.5mm. So, 100% OC, 100% BP and 30% GW are only fulfilled Asphalt
40
Institute requirement for used mixes and other types and amount of MF need
to be evaluated with alternative Job mix. Though, we can conclude that the
mixes that contain HL&GW are more workable than other mixes since the
compaction effort is constant (75 blows) and these MFs act as good fill and
lubricant material, respectively.
Table (4-1): Test Results for Marshall Test Specimens. ASTM D6927
Stability
(Kg)
unit
weight
Flow
(0.25mm)
Va
%
VMA
%
1593.78
2.492
12.92
4.016
15.10
2224.98
2.501
11
2.281
14.24
HL 70%
1978.45
2.510
15.2
2.780
14.31
HL 30%
1785.42
2.523
14.6
1.561
13.87
OC 100%
1097.23
2.462
17.4
4.470
16.46
OC 70%
1889.95
2.545
13.6
2.258
13.41
OC 30%
1961.49
2.547
14.4
1.782
13.31
BP 100%
1415.34
2.471
12.12
5.193
16.15
BP 70%
1972.40
2.534
9.32
2.206
13.61
BP 30%
1962.14
2.551
14.6
0.906
13.05
Granite 100%
1716.58
2.56
13.2
0.404
12.67
Granite 70%
1941.50
2.557
12.3
0.657
12.61
Granite 30%
1504.36
2.52
14.0
3.411
14.02
MF
Basalt 100%
(Control Filler)
HL 100%
AC=5.2 %
41
Figure (4-1): Air Voids & unit weight for Mixtures with control
filler and 100% Lime, cement, Bypass and Granite
42
Figure (4-2): Air Voids & unit weight for Mixtures with
30% control filler.
43
Figure (4-3): Air Voids & unit weight for Mixtures with
70% control filler.
44
4.2.
Mechanical Properties
Generally, all test specimens provide stability values more than 1500 Kg
except the mixtures with 100% OC and 100% BP which have lowest unit
weight values. Referring to the results shown in Table 4-1, with respects to
the upper and lower limits of flow (8 to 14); maximum Stability values were
obtained using these rates of MF:
- 100% HL
- 70% OC
- 70% BP
- 70% GW
Figures 4-4, 4-5 & 4-6; show the variations between stability results or flow
results for different type and same amount of MF, the large variation is clear
at 0% control filler test specimen (100% Lime, 100% OC, 100% BP & 100%
GW). This variation decreases with increasing HL, OC or GW instead of the
control filler.
45
Figure (4-4): Flow & Stability for Mixtures with 100% MF.
46
Figure (4-5): Flow & Stability for Mixtures with 30% control
filler.
47
Figure (4-6): Flow & Stability for Mixtures with 70%
control filler.
48
Figure (4-7): Stability& Flow, Air Voids, unit weight, VMA & VFA for
Mixtures with 0.0%, 30% &70% control filler (C.F).
49
4.3.
Tensile Strength
Trial and error method was conducted to determine number of blows for the
requirement of water susceptibility test (ASTM D 4867/D 4867M), and the
chosen number of blows indicates that the specimen that has a low value of
air voids ratio at marshal test (75 blows) needs lower compaction effort (18
to 25 blows) than specimen with high value of air voids ratio to reach 6-8%
air voids. This fact is observable at the results of test specimen with 70%
control filler.
As expected, test results for the mixes of 70% HL, 100% BP and 70% GW;
by weight of control filler; with blows of 25, 60 and 15, respectively, have
exceptionally increases trend of TSR and acts as well or better than control
filler. The HMA resistance to moisture depends on the available calcium
oxide content in MF that interacts with asphalt bitumen [20], [2] & [8].
Table 4-2 and figures 4-8, 4-9 & 4-10; show the results for the rates of
100%, 70% and 30% for all type of mineral filler.
At 70% control filler, TSR values for all types of MF are in the range of
(min. = 49% & max. = 63%). On the other hand, TSR values for all MF at
30% control filler, have big differences between each other.
50
30%
70%
100%
Table (4-2): Test Results For TSR Test Specimens. ASTM D 4867/D 4867M
AC
Average
strength
(Dry)
Average
Moistureconditioned
strength
TSR
%
(Kpa
(Kpa)
%
cont.
filler
5.2
1472.69
968.20
65.74
45
HL
5.2
926.12
845.30
91.27
20
OC
5.2
901.23
478.00
53.04
30
BP
5.2
783.00
640.72
81.83
60
GW
5.2
823.34
559.28
67.93
25
HL
5.2
705.93
679.40
96.24
25
OC
5.2
1317.95
429.43
32.58
25
BP
5.2
1445.97
982.38
67.94
30
GW
5.2
677.06
554.66
81.92
15
HL
5.2
1003.34
629.48
62.74
18
OC
5.2
1208.10
590.66
48.89
15
BP
5.2
1251.08
618.54
49.44
15
GW
5.2
1265.04
659.02
52.09
35
51
No.
of Blows
Figure (4-8): Indirect tensile strength & TSR for Mixtures with
100% MF.
52
Figure (4-9): Indirect tensile strength & TSR for Mixtures with 30%
control filler.
53
Figure (4-10): Indirect tensile strength & TSR for Mixtures
with70% control filler.
54
CHAPTER FIVE: CONCLUSION
AND RECOMMENDATIONS
5.1.
Conclusion:
This research identifies four types of local material (HL, OC, BP and GW)
that can be used as MF in the HMA and play a critical role on the mechanical
performance,
Moisture
resistance
and/or
change
the
volumetric
characteristics of the HMA, it also draws attention to the parameters that
influence HMA performance and the shortage of research data concerning
the effects of these materials on HMA. The test specimens contain 30%, 70%
& 100% MF of the 5% filler content by weight of total aggregate.
The primary conclusions from the test results and analysis are described
below:
- HL has the highest CaO content that influences the bonds between
asphalt and aggregate particles.
- The HMA resistance to moisture depends on the available calcium oxide
content in MF that interacts with asphalt bitumen.
- The HL & GW improve the workability of the mixture,
55
- The excessive content (100%) of high specific gravity mineral filler (OC
& BP) tend to produce very stiff and sticky mixture and that being
difficult to compact.
- The specimens with 70% & 30% control filler contents have a high unit
weight value more than 0% control filler.
- 100% OC, 100% BP and 30% GW are only fulfilled Asphalt institute
regarding to the selected Va ratio (4%) and minimum VMA (14%) and
respecting to the flow value limits (2 to 3.5mm) with the designed mix
and aggregate gradation. These mineral fillers are more economic than
other mineral filler even the dust of Basalt, and using Cement Bypass
and Granite waste powder will reduce the environmental impact.
- TSR test results for the mixes of 70% HL, 100% BP and 70% GW have
the exceptionally increases trend of TSR and acts as well or better than
control filler.
56
5.2.
Recommendations and Further Research:
- Using BP and GW mineral fillers in the flexible pavement is highly
recommended for economic and environmental issues.
- With respect to the Marshall and TSR test results, further investigation
should be done with each MF type and percentage to obtain the optimum
asphalt content at 3% to 5% air voids.
- Also. Before widely adapting these mineral fillers in asphalt paving, trial
sections and adequate provisions should be provided.
57
REFERENCES:
1-
Ahmad H. Al Jassar, Sayed Metwali and Mohammed A. Ali. EFFECT OF
FILLER TYPES ON MARSHALL STABILITY AND RETAINED
STRENGTH OF ASPHALT CONCRETE, The international Jornal of
Pavement Engineering,Vol. 5(1) (2004).
2-
Arno Hefer and Dallas Little. ADHESION IN BITUMEN-AGGREGATE
SYSTEMS AND QUANTIFICATION OF THE EFFECTS OF WATER
ON THE ADHESIVE BOND, Research Sponsored by International Center for
Aggregates Research Research Project No. ICAR 505, (December 2005)
3-
BRENO BARRA, LETO MOMM, YADER GUERRERO and LIEDI
BERNUCCI, CHARACTERIZATION OF GRANITE AND LIMESTONE
POWDERS FOR USE AS FILLERS IN BITUMINOUS MASTICS
DOSAGE. Anais da Academia Brasileira de Ciências (Annals of the Brazilian
Academy of Sciences) (2014) 86(2): 995-1002 Printed version ISSN 00013765/Online
version
ISSN
1678-2690
http://dx.doi.org/10.1590/00013765201420130165.
4-
Didier Lesueur , Joëlle Petit & Hans-Josef Ritter THE MECHANISMS OF
HYDRATED LIME MODIFICATION OF ASPHALT MIXTURES: A
STATE-OF-THE-ART REVIEW, road materials and pavement design, 14:1,
1-16, DOI: 10.1080/14680629.2012.743669, (2013)
5-
Didier Lesueur and Dallas N. Little. EFFECT OF HYDRATED LIME ON
RHEOLOGY, FRACTURE, AND AGING OF BITUMEN, article in
transportation research record journal of the transportation research board
January 1999
6-
Donald W. Christensen and Ramon F. Bonaquist, VMA: ONE KEY TO
MIXTURE PERFORMANCE Submitted to the South Central Superpave
Center for Publication in the National Superpave Newsletter. (February 2005)
7-
F. Khodary, M.S. Abd El-Sadek, H. S. El-Sheshtawy, NANO-SIZE CEMENT
BYPASS AS ASPHALT MODIFIER IN HIGHWAY CONSTRUCTION.
Journal of Engineering Research and Applications ISSN: 2248-9622, Vol. 3,
Issue 6, Nov-Dec 2013, pp.645-648
58
8-
Farag Khodary, M.S. Abd El-sadek &H.S. El-Sheshtawy. CaO/BITUMEN
NANOCOMPOSITE:
SYNTHESIS
AND
ENHANCEMENT
OF
STIFFNESS PROPERTIES FOR ASPHALT CONCRETE MIXTURES.
International Journal of Scientific & Engineering Research, Volume 6, Issue 1,
ISSN 2229-5518, (January-2015)
9-
Farag
Khodary,
LABORATORY
EVALUATION
OF
ASPHALT
CONCRETE MIXTURES PROPERTIES MODIFIED WITH NANOHYDRATED LIME (NHL). International Journal of Engineering and
Technical Research (IJETR) ISSN: 2321-0869 (O) 2454-4698 (P), Volume-5,
Issue-1, May 2016
10- Hassan Y. Ahmed, Ayman M. Othman and Afaf A. Mahmoud. EFFECT OF
USING WASTE CEMENT DUST AS A MINERAL FILLER ON THE
MECHANICAL PROPERTIES OF HOT MIX ASPHALT, Assiut. Univ.
Bull. Environ. Res. Vol. 9 No. 1, March 2006
11- Ibrahim Asi and Abdullah Assa’ad. Effect of Jordanian Oil Shale Fly Ash on
Asphalt Mixes, Journal of Materials in Civil Engineering, Vol. 17, No. 5,
October 1, 2005.
12- Jaya R.S. and Asif, DETERMINATION OF BINDER FILM THICKNESS
FOR BITUMINOUS MIXTURES PREPARED WITH VARIOUS TYPES
OF FILLERS. International Conference on Structural Engineering and
Construction Management, Kandy, Sri Lanka, December 2015
13- M.Satyakumar, R.Satheesh Chandran and M.S. Mahesh, INFLUENCE OF
MINERAL FILLERS ON THE PROPERTIES OF HOT MIX ASPHALT.
International Journal of Civil Engineering and Technology (IJCIET) ISSN 0976
– 6308. (Print), ISSN 0976 – 6316(Online) Volume 4, Issue 5, September –
October (2013)
14- Mazen Kamel Al-Haddadin. THE USAGE OF WHITE CEMENTINDUSTRY POWDER WASTE AS A FILLER MATERIAL IN HOT
ASPHALT MIXES, University of Jordan, (1994)
15- Menglan Zeng and Chaofan Wu, EFFECTS OF TYPE AND CONTENT OF
MINERAL FILLER ON VISCOSITY OF ASPHALT MASTIC AND
MIXING AND COMPACTION TEMPERATURES OF ASPHALT
59
MIXTURE Transportation Research Record: Journal of the Transportation
Research Board, No. 2051, (2008)
16- NATIONAL COOPERATIVE HIGHWAY RESEARCH PROGRAM, A
MANUAL
FOR
DESIGN
OF
HOT
MIX
ASPHALT
WITH
COMMENTARY, NCHRP REPORT 673, 2011
17- Ramzi Taha, A. M. ASCE, Amer Al-Rawas, and Ali Al-Harthy; and Ahmed
Qatan. USE OF CEMENT BYPASS DUST AS FILLER IN ASPHALT
CONCRETE MIXTURES, Journal of Materials in Civil Engineering /
July/August, 2002.
18- Rania Arnaout. THE EFFECT OF MINERAL FILLER TYPE USED IN
ASPHALT CONCRETE SURFACE COURSE ON THE PROPERTIES
AND PERFORMANCE OF HIGHWAY PAVEMENTS, University of
Jordan, (1995).
19- Suched
Likitlersuang,
Thanakorn
Chompoorat.
LABORATORY
INVESTIGATION OF THE PERFORMANCES OF CEMENT AND flY
ASH MODIfiED ASPHALT CONCRETE MIXTURES. International
Journal of Pavement Research and Technology 9 (2016) 337–344
20- Tarrer, A.R. and Wagh, V. THE EFFECT OF THE PHYSICAL AND
CHEMICAL CHARACTERISTICS OF THE AGGREGATE ON
BONDING, SHRP-A/UIR-91-507, (1991)
21- Tayebali, AA; Malpass, GA; Khosla, NP. EFFECT OF MINERAL FILLER
TYPE AND AMOUNT ON DESIGN AND PERFORMANCE OF
ASPHALT CONCRETE MIXTURES, Transportation Research Record 1998
22- The Asphalt Institute. MIX DESIGN METHODS FOR ASPHALT
CONCRETE AND OTHER HOT-MIX TYPES, (MS-2), 6th Ed. (1997)
23- Tienfuan Kerh, Yu-Min Wang and Yulern Lin. EXPERIMENTAL
EVALUATION OF ANTI-STRIPPING ADDITIVES MIXING IN ROAD
SURFACE PAVEMENT MATERIALS, American Journal of Applied
Sciences, 2005
24- Wang, H., Al-Qadi, I. L., Faheem, A. F., Bahia, H. U., Yang, S. H., & Reinke, G. H.
EFFECT OF MINERAL FILLER CHARACTERISTICS ON ASPHALT MASTIC AND
MIXTURE RUTTING POTENTIAL. Transportation Research Record, (2208), 3339. DOI: 10.3141/2208-05 (2011)
60
25- West, Randy C. and James, Robert S. EVALUATION OF A LIME KILN
DUST AS A MINERAL FILLER FOR STONE MATRIX ASPHALT, the
85thAnnual Meeting of the Transportation Research Board, Washington, D.C.
(2005)
61
APPENDIX A
Table (A-1): Test Report For Control Mix by Marshall Test Method (Volumetric Parameters)
Gse=2.824
Gb=1.028
Gsb=2.782
bulk
volume
weight (g)
unit
weight
AC%
Code
No.
specimen
high
(mm)
in Air
in water
in Air
SSD
cm3
Gmb
4.5
1
61.700
1253.22
752.94
1254.72
501.78
2.498
4.5
2
62.000
1245.6
741.64
1246.2
504.56
2.469
2.469
4.5
3
63.233
1242.43
744.59
1248.52
503.93
2.465
2.465
Avg.
2.467
4.5
g/cm3
5
1'
62.200
1241.13
745.55
1244.4
498.85
2.488
2.488
5
2'
62.150
1240.85
747.39
1246.16
498.77
2.488
2.488
5
3'
62.688
1241.49
743.88
1244.16
500.28
2.482
2.482
Avg.
2.486
2.508
5
5.2
1
62.200
1247.66
748.02
1245.45
497.43
2.508
5.2
2
63.000
1242.07
741.29
1249.73
508.44
2.443
5.2
3
62.100
1238.4
740.74
1240.49
499.75
2.478
2.478
5.2
4
61.500
1240.81
743
1241.53
498.53
2.489
2.489
Avg.
2.492
5.2
62
Std.
deviation
SO
=0.028
Accept. Range
of two result
0.002
0.001
0.000
0.015
S O =0.079
Gmm
Va
VMA
VBE
VFA
2.618 5.772
15.32
9.54
62.31
0.000
2.597 4.288
15.12
10.83 71.64
0.006
2.596 4.016
15.10
11.08 73.40
Table (A-1): Continued
Gse=2.824
Gb=1.028
specimen
high
(mm)
Gsb=2.782
weight (g)
in
in Air
water
SSD
AC%
Code
No.
5.5
1
1261.41
762.26
5.5
2
1256.19
5.5
A
62.500
5.5
B
5.5
C
bulk
volume
unit
weight
cm3
Gmb
g/cm3
1263.3
501.04
2.518
2.518
750.7
1260.27
509.57
2.465
1244.82
745.55
1248.01
502.46
2.477
2.477
61.750
1251.77
757.17
1254.34
497.17
2.518
2.518
62.300
1248.61
751.95
1252.65
500.7
2.494
2.494
Avg.
2.502
in Air
5.5
6
1
61.800
1260.29
762.72
1260.68
497.96
2.531
6
2
62.400
1255.2
754.52
1255.51
500.99
2.505
2.505
6
3
64.867
1258.36
759.35
1259.29
499.94
2.517
2.517
Avg.
2.511
6
Note:
- The control filler is Basalt dust (BD)
- OAC= 5.2%
63
Std.
deviati
on
SO
=0.028
Accept.
Range of
two result
S O =0.079
Gmm
Va
VMA
VBE
VFA
0.020
0.008
2.576
2.905
15.03
12.12
80.67
0.008
0.003
2.556
1.756
15.15
13.40
88.42
Table (A-2): Test Report For Control Mix by Marshall Test Method (Stability-flow-stiffness)
Gse=2.824
Gb=1.028
Gsb=2.782
AC
%
4.5
Code
No.
1
specimen
high
(mm)
61.700
Dial
( Kg)
1680.00
Stability
factor
1.046
adjusted
1757.28
4.5
4.5
2
3
62.000
63.233
1918.00
1428.00
0.96
1.02
1841.28
1799.28
61.800
1755.00
Avg.
1.045
1.045
1.03
1604.08
1915.80
1668.30
4.5
5
1
5
5
2
1'
62.200
1535.00
1860.00
5
2'
62.150
1615.00
1.033
5
3'
62.688
1440.00
1.06
1729.39
1329.86
Coff. of
variation
1s %
% of
mean
Accept. Range
of two result
D2s %
% of
mean
Flow
mm
3.5
Coff. of
variation
1s %
% of
mean
D2s %
% of
mean
Stiffness
7.78
22.03
556.478
7.63
21.58
524.050
11.51
32.59
522.552
Kg/mm
3
3.2
3.30
9.34
3.23
3.1
2.8
3.3
5
5.2
1
62.200
1288.00
Avg.
1.0325
9.52
5.2
5.2
2
3
63.000
62.100
1118.00
1673.00
1
1.03
1723.19
3.2
5.2
5.2
4
61.500
1646.00
1.05
Avg.
1728.30
1593.78
2.9
3.05
14.34
64
26.94
40.59
3.3
3.6
Table (A-2): Continued
Gse=2.824
Gb=1.028
specimen
high
(mm)
Gsb=2.782
Stability
Dial
( Kg)
factor
adjusted
1449.76
AC%
Code No.
5.5
1
1394.00
1.04
5.5
2
1360.00
1
5.5
A
62.500
1532.00
1.025
5.5
B
61.750
1747.00
1.04
5.5
C
62.300
1641.00
5.5
Coff. of
variation
1s %
% of
mean
Accept.
Range of
two result
D2s %
% of
mean
Flow
mm
Stiffness
1.53
4.32
569.908
6.21
17.57
424.65
Kg/mm
2.77
1570.30
2.75
1.03
1690.23
2.8
Avg.
1570.10
7.66
21.67
2.76
1
61.800
1317.00
1.04
1369.68
3
6
2
62.400
1318.00
1.04
1370.72
3.38
6
3
64.867
1117
0.986
Avg.
D2s %
% of
mean
2.7
6
6
Coff. of
variation
1s %
% of
mean
3.3
1370.20
0.05
65
0.15
3.23
Figure (A -1): Marshall Test Property Curves For Control Mix
66
Figure (A -1): continue
67
Figure (A -1): continue
68
‫‪ARABIC ABSTRACT‬‬
‫ملخص‬
‫منننل المتفننناه‬
‫علينننك ا ننننو متنننو منننل متوننننات الخلطنننة االسنننفلتية لنننك دوه و تنننأثير ننن سنننلوك تلننن‬
‫الخلطننة ومننل اننكو المتونننات المننادة المالئننةا ااتمننب اننكو العهاسننة تحليننو اه فننة انننواع مننل المننادة المالئننة‬
‫وانننن س االسننننمتب ال وهت نننننع ‪ -‬التننننوهة – مخلفننننات م نننناني ال رانيننننب – مخلفننننات م ننننتي االسننننمتب‬
‫اإلضنننا ة النننى ل ننناه ال اكلنننب النننك ننننا المريننني ننن التخينننيم ويميننني انننكو المنننواد مختننناهة منننل ال نننو‬
‫المحليننننة ومننننع تننننم اسننننتخعامبا دا ننننو الخلطننننات‬
‫ننننوهة متفننننردة نننن‬
‫نميننننات انننن ‪, %70 , %30‬‬
‫‪ %100‬مل وك المادة المالئة المريفية‪.‬‬
‫االسنننفلب الم نننتخعل ننن العهاسنننة منننل التنننوع ‪ 70/60‬منننل ينننث م نننتوى ال نننرك منننل انتنننا م نننفاة عنننع ا‬
‫و نننرل الح نننوت علنننى تولنننيد واضنننة للمنننواد المالئنننة الم نننتخعمة تنننم الح نننوت علنننى ياننننات النننوك‬
‫التنننوع والتحلينننو المفنننعن‬
‫اسنننتخعال يبننناك)‪(WDXRF‬‬
‫نمنننا تنننم عمنننو الفحولنننات المتفلخنننة نننالخوال‬
‫لل تيننننوميل فاالسننننفلب نننننال رك و الممطوليننننةا و الت نننن ة للح ننننى تننننم ا تينننناه ال اكلننننب نم ننننعه للح ننننى‬
‫التاعم والخشل و تعه م ئم لعك لطة اسفلتية‬
‫مانة ‪ 5‬سم استخعال يباك ماهشات‪.‬‬
‫تننننم واسننننطة رراخننننة ماهشننننات الولننننوت الننننى ن نننن ة االسننننفلب االلننننولية و اال‬
‫ننننو منننني منننن ا مننننل‬
‫الح ننى ننك نميننة مننل المننادة المالئننة مننعهاا ‪ %5‬مننل الننوك التلنن للح ننى و فننع إعننعاد عيتننات اسننفلتية‬
‫المفننننننعالت المننننننكنوهة مننننننل المننننننادة المالئننننننة‬
‫‪ %100 , %70 , %30‬تننننننم ا‬
‫نننننناعبا ال ت نننننناهات‬
‫ماهشات ‪ ASTM 6927‬وا ت اه مفعت الشع‪ASTM D 4867/D 4867M.‬‬
‫التتننننائ التبائيننننة للفحولننننات المفمليننننة اوضننننحب انننننك اننننادة محتننننوى ان ننننيع التال ننننيول‬
‫الترنينننل المفنننعن للمنننادة المالئنننة ت انننع اعلينننة المنننادة ننن تف اننن منننوة التنننرا‬
‫‪69‬‬
‫‪CaO‬‬
‫نننن‬
‫نننيل الح نننى وال يتينننوميل‬
‫ممننا اتننت عتننك اهتفنناع مننيم ث ننات ماهشننات واهتفنناع مننيم مخاومننة الشننعا نمننا اتبننرت التتننائ اا ننا نننك عتننع‬
‫الت ننن ة الفالينننة‬
‫‪ %100‬للمنننواد المالئنننة التننن لبنننا منننيم عالينننة الت ننن ة للنننوك التنننوع‬
‫تنننم الح نننوت علنننى‬
‫عيتنننات لبنننا لنننفة الخ ننناوة ولينننر سنننبلة الت ننن ة للخلننن والنننعك اسنننت تا مخلفنننات االسنننمتب التننن منننعمب‬
‫نتننننائ مرضننننية مننننا تخت نننن متطل ننننات مفبننننع االسننننفلب [‪ ]22‬للخلطننننة االسننننفلتية عتننننع ن نننن ة رالننننات‬
‫ت ننميمية مننعهاا ‪ Va = 4 %‬وعتننع ن ن ة رالننات ننيل الح ننات الح ننواة ‪ VMA=14%‬المختاهتننا‬
‫مخا و الخطر األسمى االعظم للتعه الح و ‪.‬‬
‫يمننا اتفلننع مفننعت مخاومننة الشننع ‪ TSR‬ننا علننى الخننيم تننم الح ننوت عليبننا ن الخلطننات ات المحتننوى‬
‫‪ %70‬مننننل التننننوهة والمحتننننوى ‪ %100‬مننننل مخلفننننات االسننننمتب واا ننننا ‪ %70‬مننننل مخلفننننات ال رانيننننب‬
‫المخاهنة مي التتائ الت اعطتبا المادة المالئة المريفية‬
‫ل اه ال اكلب لتفس الفحص‪.‬‬
‫ونملخنننص عنننال للعهاسنننة نننا اسنننتخعال مخلفنننات االسنننمتب ومخلفنننات‬
‫نننر ال رانينننب نمنننادة مالئنننة تفت نننر‬
‫ن نننر امت ننناداة المخاهننننة مننني المنننواد اال نننرى الم نننتخعمة ننن ال حنننث نمنننا ا توتيننند تلننن المنننادتيل ننن‬
‫لمشاهاي الطر ا‬
‫الرلد االسفلت مع اؤد الى تخليو االثر ال يئ ال ل‬
‫‪70‬‬