Effect of mineral fillers on the performance, rheological and dynamic viscosity measurements of asphalt mastic

Construction and Building Materials 222 (2019) 390–399

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Effect of mineral fillers on the performance, rheological and dynamic viscosity measurements of asphalt mastic Haris Naveed a, Zia ur Rehman a, Ammad Hassan Khan a, Sabih Qamar b, Majid Niaz Akhtar c,⇑ a

Department of Transportation Engineering & Management, University of Engineering and Technology (UET), Lahore, Pakistan Department of Chemical Engineering, Muhammad Nawaz Sharif University of Engineering and Technology, MNSUET 60000, Multan, Pakistan c Department of Physics, Muhammad Nawaz Sharif University of Engineering and Technology, MNSUET 60000, Multan, Pakistan b

h i g h l i g h t s  Mechanical behavior of the binder using stone dust, brick dust and fly ash Class F were evaluated.  Rutting factor, dynamic viscosity, short term aging and long-term aging study from PAV were investigated.  Best performance against rutting as compared to stone dust and brick dust were determined.  Dynamic viscosity was improved at 58 °C, 64 °C, 70 °C and 76 °C respectively.

a r t i c l e

i n f o

Article history: Received 1 February 2019 Received in revised form 20 May 2019 Accepted 20 June 2019

Keywords: Asphalt mastic Mineral fillers Scanning electron microscopy Fourier transform infrared spectroscopy Rheological properties Viscosity measurements

a b s t r a c t The principal objective involved in this research is to explore the mechanical behaviour of the binder using different mineral fillers such as stone dust (SD), brick dust (BD) and fly ash Class F (FA). Currently, a large quantity of roads is being constructed under the China-Pakistan Economic Corridor (CPEC) project. It is a major concern for quality of road to with stand heavy loads. For the investigation of the quality of roads, it is mandatory to evaluate the behaviour of mineral fillers addition in asphalt mastic. Fatigue cracking, thermal cracking and permanent deformation have been found a major common distress in the construction of road networks. In this study, the behaviour of mineral fillers such as stone dust, brick dust and fly ash Class F was investigated. In flexible pavements, these mineral fillers with different concentrations such as 0%, 3%, 5% and 7% were used. Rheological, Energy dispersive X-ray (EDX) and scanning electron microscopy (SEM) were utilized to find out the effect of mineral fillers as doping agents in asphalt mastic. Mechanical testing was done on dynamic shear rheometer (DSR), rotational viscometer (RV), rolling thin film oven (RTFO) and pressure aging vessel (PAV). Rutting factor G*/Sin (,) from DSR, dynamic viscosity (ἠ) from RV, short term aging study from RTFO and long-term aging study from PAV were investigated. The micro structural investigations showed that cracks were reduced using mineral fillers which may be due to the even distributions of particles. Rheological studies of modified binders with fly ash Class F revealed best performance against rutting as compared to stone dust and brick dust. However, the addition of 7% fly ash Class F showed the improvement of 92.17% in rutting factor. In addition, the dynamic viscosity of all three mineral based mixtures were improved at 58 °C, 64 °C, 70 °C and 76 °C respectively. The current research reported the low cost, improved performance and good environmental impacts of mineral fillers in asphalt mastic. Ó 2019 Elsevier Ltd. All rights reserved.

1. Introduction For the maintenance and construction of the highways, bulk quantity of quality materials are required. Owing to the construction of CPEC routes and excessive loads in Pakistan, there is a need

⇑ Corresponding author. E-mail address: [email protected] (M.N. Akhtar). https://doi.org/10.1016/j.conbuildmat.2019.06.170 0950-0618/Ó 2019 Elsevier Ltd. All rights reserved.

of improvement in highway materials. The performance of longterm pavements is highly desirable. It has been found that the conventional binder does not performs well for the paving application and requires modification investigated by Sobolev Konstantin [1]. The doping of substantial quantities such as brick dust, stone dust and fly ash etc have been introduced for the modification of different binders. There are a lot of other methods that can improve the performance of binder like the use of polymers but the usage of polymers requires high cost whereas the improvement done by

H. Naveed et al. / Construction and Building Materials 222 (2019) 390–399

the addition of mineral fillers is cost effective. One of the economical solutions is the use of mineral fillers. The filler replacement method is one of the common methods that can be used to improve the performance of binder. By the addition of mineral fillers, total cost of new construction, rehabilitation or reconstruction may be decreased along with the recycling support for global sustainability. Various studies have been done for the use of mineral fillers in binders. Rheological performance of asphalt cement was investigated to analyse the outcomes of fly ash on the mix. Class C and Cass F fly ash with 5%, 15%, 30% and 60% of binder at different bitumen temperatures were investigated by Sobolev Konstantin et.al. The addition of fly ash has shown improvement in the rutting factor and grade performance resulted in an increment [1]. It has been investigated that the properties of hot mix asphalt were improved by the introduction of mineral fillers. The mineral fillers filled the voids and mixture properties were studied by Muniandy et al. [2]. The properties of asphalt with recycled brick powder were investigated by Shaopeng et al. Frequency sweep test on asphalt mastic was conducted using dynamic shear rheometer (DSR). Recycled brick powder (RBP) was resulted in reducing penetration and increasing softening point which showed some positive effects on the properties at high temperature [3]. As a filler the recycled fine aggregate powder (RFAP) was used in asphalt mixture was investigated by Chen Meizhu. Comparison was done in the properties of RFAP mixture and the traditional asphalt mixture containing lime powder using indirect tensile strength, three-point bending test, fatigue test, dynamic creep test and modulus tests [4]. The fly ash in combination with hot mix asphalt were synthesized and properties of the prepared materials were investigated by W Bruce [5]. The cement dust instead of lime stone was used as a replacement mineral in hot mix asphalt investigated by Ahmed Hassan. Five different asphalt mixtures were prepared with different quantities of cement dust as 0%, 25%, 50%, 75% and 100% of lime stone mineral filler. Improvement in the mechanical and marshall properties was noticed with the introduction of cement dust. It was noticed that with the increase in percentage of cement dust contents, stability, unit weight, decrease in flow, void ratio, voids in mineral aggregates was improvement [6]. Fly ash as mineral filler as compared to control mix was found in the study by Kar Debashish. Fly ash can be used for reducing the cost and environmental hazards in the area where it is easily available [7]. The usage of recycling phosphorus slag as a mineral filler in the asphalt were discussed. Tests were done on the mineral filler which include gradation, heat stability, pH value and hydrophilic index. The viscoelastic properties of asphalt mastic were investigated by Qian Guoping. Stiffness of asphalt was improved by using of slag in the same way as mineral lime additive improved. Resistance increase of HMA to rutting and moisture damage was noticed by the performance tests of the mixture [8]. In another study, rice husk ash (RHA) was used as a mineral filler in hot mix asphalt (HMA) were analysed by Sargin Sebnem. Asphalt concrete samples containing lime stone in four different proportions were prepared with 4%, 5%, 6% and 7% respectively. It was found that the mixture with 5% mineral filler gave maximum stability [9]. Lime modification increases the resistance to rutting were investigated by Modarres Amir and Lee Sangyum. It is noticed that with the high asphalt contents, reduction in the bottom damage occurs which may be due to the shear cracking in middle layers [10–11]. The fly ash as a replacement filler instead of hydrate lime was studied by Mistry Raja [12]. However, better mechanical properties were obtained by brick powder as compared to lime stone were investigated by Chen Meizhu [13]. In addition, Sargin Sebnem found that 5% lime stone in asphalt concrete mixture gave the maximum stability [9]. Fly ash with different ingredients like iron oxide, silicon dioxide and aluminium oxide possesses versatile

391

pozzolanic properties were investigated by Fiaz, M.A. [14]. Advantages of using fly ash include improvement in workability and reduction in bleeding. Brick dust is a very fine and waste product investigated by Emery, J. [15]. Further, mineral fillers were used to fill the voids for the enhanced performance of a binder [16– 18]. The binder properties were important to increase the resistance rutting in bituminous concrete material as investigated by Wang [19]. The mineral fillers have reduced the cost and improve the performance of binder discussed by Hunter [20], therefore, more research is needed on the fillers. In this study, we present the modification of binder by addition of mineral fillers to investigate the quality of roads. Bitumen was used as a binder. Stone dust, brick dust and fly ash were selected from wide range of mineral fillers. Microscopic and spectroscopic techniques were used to evaluate the quality and stability of modified binder. It is expected that with the addition of mineral fillers, we can achieve tensile strength, moisture resistance, fatigue resistance and rutting resistance. The principal concern of this research is to evaluate the rheological performance of the modified binder. However, it is desirable to investigate the quality and performance of binder by the addition of different mineral fillers and compared results with each other. 2. Experimental procedure 2.1. Experimental Design Matrix Total number of samples prepared for this study are 204. Detail of the samples are depicted in Tables 1 & 2. 2.2. Materials Materials used in this study are bitumen, stone dust, brick dust and fly ash. Bitumen having PG 58–22 was used as a binder obtained from Attock oil Refinery Limited, Pakistan. Physical properties of bitumen are illustrated in Table 3. Stone dust, Brick dust and Fly ash Class F [For Fly Ash (Al2O3 + Fe2O3 + SiO2) greater than 70% (ASTM C618 Limits) and in this case the total is 83.43%] are the mineral fillers obtained from ultra-chemical plant, Lahore. All the mineral fillers were passed from sieve no. 200. The chemical properties of mineral fillers were provided by the ultra-chemical plant, Lahore as shown in Table 4. They determined these properties by XRF (X-Ray Flouresance Spectrometer) analysis [21]. 2.3. Preparation of mixture One kg specimen of bitumen was heated for an hour at 163 °C in an oven and mixed in an agitator at 3000 RPM with 0%, 3%, 5% and 7% of stone dust, brick dust and fly ash by total weight of bitumen. After three minutes, the mixture was heated again at a temperature of 163 °C for 10 min. 2.4. Testing procedures 2.4.1. FTIR, SEM and EDX analysis Multiple tools were utilized to investigate the mineral fillers characteristics. Fourier transform infrared (FTIR) spectroscopy is a non-destructive technique to analysis the functional groups in the samples. Perkin Elmer L1600 FTIR spectrometer was used to investigate the vibration modes of samples in the range of 4000– 400 cm 1. The chemical and physical features of the samples were evaluated using Scanning Electron Microscope (SEM-JEOL JSM 5910) and Energy Dispersive X-ray (EDX Oxford INCA 200). The mineral fillers were screened through mesh no.200 (0.074 mm) and then dried in an oven for 24hrs at a temperature of 40 °C.

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Table 1 Experimental Design Matrix for Performance Grade Testing. Number of Samples

Original *FA 3% 5% 7% *BD 3% 5% 7% *SD 3% 5% 7% Total Grand Total

*RV

* RTFO

* PAV

* BBR

3 3 3 3 3 3 3 3 3 3 30 120

3 3 3 3 3 3 3 3 3 3 30

3 3 3 3 3 3 3 3 3 3 30

3 3 3 3 3 3 3 3 3 3 30

*Fly Ash (FA) *Rotational Viscometer (RV). *Brick Dust (BD) *Rolling Thin Film Oven (RTFO). *Stone Dust (SD) *Pressure Aging Vessel (PAV). * Bending Beam Rheometer (BBR).

Table 2 Experimental Design Matrix for DSR. Original FA 3% 5% 7% BD 3% 5% 7% SD 3% 5% 7% RTFO FA 3% 5% 7% RTFO BD 3% 5% 7% RTFO SD 3% 5% 7% PAV FA 3% 5% 7% PAV BD 3% 5% 7% PAV SD 3% 5% 7% Total

Table 4 Chemical Composition of Fly Ash, Stone Dust and Brick Dust. 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 84

*Fly Ash Class F (FA) *Pressure Aging Vessel (PAV) *Brick Dust (BD) *Rolling Thin Film Oven (RTFO) *Stone Dust (SD)

2.4.2. Rheological investigation The evaluation of rheological characteristics of original asphalt binder and mineral fillers based modified asphalt binder were performed using a Dynamic Shear Rheometer (DSR AASHTO T-315).

Component

Fly Ash Class F (%)

Stone Dust (%)

Brick Dust (%)

CaO MgO SiO2 SO3 Al2O3 Fe2O3 Cr2O3 L.O.i Cl K2 O Na2O

14.42 0.45 60.31 2.58 13.43 6.68 0.07 0.436 0.008 0.713 0.420

43.21 2.02 12.15 2.18 0.59 0.20 0.0012 37.02 0.0017 0.430 0.527

4.05 2.97 75.10 0.120 1.30 0.332 0.02 10.65 0.0015 0.07 3.25

Testing was done at 4 different temperatures such as 58 °C, 64 °C, 70 °C and 76 °C. Frequency of top disk was 10 rad/sec as in AASHTO T315 standard to create shearing action as of traffic at 55miles (90 km/h). Complex modulus (G*) and phase angle (,) were determined using the software. Asphalt binder is tested in the original (unaged), short term aging (RTFO aged) and long-term aging (PAV aged) conditions. Original and RTFO aged samples were tested at the maximum temperature on 25 mm steel plate keeping a gap of 1000 mm while PAV aged sample was tested at an 8 mm steel plate having a gap of 2000 mm. 2.4.3. Short term and long-term aging of binder The short-term aging of the binder was measured using rolling Thin Film Oven Test (RTFO-AASHTO T240). The sample of neat and modified binder was poured into the RTFO bottle and then heated at 163 °C for a duration of 85 min. Short term aging was mainly due to the volatilization of bitumen during the process of compaction and mixing. Long term aging was measured using the Pressure Aging Vessel (PAV). The sample removed from RTFO was then

Table 3 Physical Properties of PG 58-22 Attock Binder. Sr. No.

Property

Specifications

Results

Range

1 2 3 4 5 6 7

Penetration at 25 °C (1/100 mm) Softening point Flashing Point Fire Point Ductility test at 25 °C Specific Gravity at 25 °C (kg/m3) Loss on heating (%)

AASHTO T49 AASHTO T53-89 ASTM-D-92(C) ASTM-D-92(C) AASHTO T179 ASTM D 70–76 ASTM D 6–80

64 mm 42 C 248 C 268 C 75 cm 1.01 0.01

60–70 mm 30–157 C 240–260 C 260–290 C 60–85 cm 0.97–1.02

H. Naveed et al. / Construction and Building Materials 222 (2019) 390–399

put into the plates and PAV for 20 h. PAV test provide aging of almost 7 to 10 years of service life. Sample obtained from PAV was then stored into cans for further physical testing.

2.4.4. Dynamic viscosity measurements by rotational viscometer The dynamic viscosity of unmodified and modified bitumen was measured using rotational viscometer (RVDV-111). The bitumen sample was poured into a chamber holder and then inserted into the RV chamber to achieve the desired temperature. Viscosity

100

% Transmittance

90

80

70

Stone Dust Brick Dust Fly Ash Bitumen Stone Dust + Bitumen Brick Dust + Bitumen Fly Ash + Bitumen

60

1000

1500

2000

of the asphalt binder was determined at the high temperature ranging between 135 °C and 165 °C at an interval of 10 °C. Cylindrical spindle was submerged in the chamber and was rotated at a speed of 20 rpm. AASHTO T 316 was followed for the conduction of test. 2.4.5. Creep tests with bending beam rheometer (BBR) BBR was used for the determination of low temperature testing on the asphalt binders. This test gives us the tendency of binder to the thermal cracking. The tests were conducted at three different temperatures i.e., 0 °C, 6°C and 12 °C by using a BBR (Applied Test Systems) according to AASHTO T313. For the test the beams of asphalt (127 mm long, 6.4 mm thick, 12.7 mm wide) were submerged in constantly maintained temperature bath and was then kept in it for 60 min. Constant load of about 100 g was applied after preloading on to the rectangular beam. The beam was supported on to stainless steel half rounds on both ends. The deflection from the centre was constantly measured. The values of creep rate(m) and creep stiffness (S) were measured at different loading times ranged from 8 to 240 s. 3. Results and discussions 3.1. Fourier transform infrared (FTIR) analysis

50 500

393

2500

3000

3500

4000

-1

Wave Number (cm ) Fig. 1. FTIR Analysis of Stone dust, Brick dust & Fly ash with bitumen.

FTIR spectra of stone dust, brick dust, fly ash, bitumen, stone dust in bitumen, brick dust with bitumen and fly ash with bitumen are shown in the Fig. 1. All spectra clearly shown the peaks which occurred due to addition of mineral fillers in bitumen. In all three spectra of modified bitumen i.e. stone dust in bitumen, brick dust with bitumen and fly ash with bitumen, bitumen was successfully

Fig. 2. SEM morphology of a) Stone Dust, b) Brick Dust & c) Fly Ash Class.

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modified with the addition of stone dust, brick dust and fly ash. In each spectrum, the emergence of the peaks was due to the addition of stabiliser material. Different peaks occurred can be attributed because of the adsorption of mineral fillers on the surface of bitumen. The peaks in the range of 2850–3000 cm 1 represented the C–H stretching of organic components presented in all the recorded patterns. Peaks occurred nearly 3500 cm 1 and 1600 cm 1 are depicted by O–H groups respectively [22]. However, the peak at 1470 cm 1 represented the bending of C-H2. In addition, the peaks present at 1000 cm 1 are due to the aromatic and carbon contents. Thus, spectra of modified bitumen clear indicated the presence of mineral fillers in bitumen.

3.2. Scanning electron microscopy (SEM) analysis The morphology of the mineral fillers was studied by scanning electron microscopy (SEM). Fig. 2(a–c) show the micrographs of the stone dust, brick dust and fly ash respectively. The microstructure of the residue will not prejudice the paving generating a reactive comportment in the bituminous mix (Fig. 2a). Fig. 2b show the angular shapes with sharp edges particles. The particles are flattened and are loosely plate-like structure, with more porous structure as compared to other fillers. It can be seen that brick dust are more effective in better interlocking among the aggregates in bituminous mixture. The morphology of fly ash is depicted in Fig. 2c. Micro-pores and micro-cracks near the fly ash particles assumed to reduce the stability of bituminous mixture. The fly ash particles with different sizes has different phases and elemental compositions. The contents of Cr, Ni and Fe are significant in the coarse particles (up to 1-mm diameter), however the concentrations of Al and Si are substantial in the finer particles (less than 75 lm)

respectively. Pb and Hg had higher concentrations and found in the range of 150 – 300 lm. An analysis of the brick dust particles showed rough surface with angular shape of the particles which may provide better internal friction and good interlocking system for excellent asphalt binder [1,3]. 3.3. Energy Dispersive X-ray (EDX) analysis Energy Dispersive X-ray (EDX) analysis evaluate the quantities of different components in the mineral fillers of stone dust, brick dust and fly ash shown in Fig. 3(a–c) respectively. Fig. 3a shows the chemical composition of stone dust. It is observed that the 1st line scanning for the dolomite specimens has 15 mm, high calcium (Ca) content and quite low silicon (Si) content are observed, which clearly indicated the large content of calcium hydroxide Ca(OH)2 in the stone dust particles. This shows the excessive porosity and lower stability as compared with the other mixtures [4]. Fig. 3b shows the chemical composition of the brick dust. It shows that oxides in the brick dust consisted of SiO2, Al2O3, CaO and MgO respectively. Fig. 3c shows the chemical composition of fly ash. The high percentage of CaO contents, which displays a greater affinity for oil than for water, can improve the adhesion between the particles and the asphalt binder. Table 4 presents the chemical compositions of the brick dust, fly ash and stone dust respectively. 3.4. Rheological performance, dynamic viscosity and creep test analysis The rheological performance of the original asphalt binder i.e. bitumen (PG 58-22) and modified binder with 3%, 5% and 7% of

Fig. 3. EDX of a) Stone Dust, b) Brick Dust & c) Fly Ash.

H. Naveed et al. / Construction and Building Materials 222 (2019) 390–399

stone dust, brick dust and fly ash was evaluated. Figs. 4–6 show the effects of temperature on the prepared samples. The value of G*/Sin (,) values were determined at four different temperature 3500 0

58 C 0 64 C 0 70 C 0 76 C

G* /Sin x(0431)(kPa)

3000 2500

Stone Dust

2000 1500 1000 500 0 -1

0

1

2

3

4

5

6

7

8

Mineral Filler (%) Fig. 4. G*/Sin , and Stone Dust Percentage Relationship on Unaged binder.

58°C 64°C 70°C 76°C

G* /Sin x(0431) (kPa)

2500

2000

Brick Dust

1500

1000

500

0 -1

0

1

2

3

4

5

6

7

8

Mineral Filler (%) Fig. 5. G*/Sin , and Brick Dust Percentage Relationship on Unaged binder.

4000

58°C 64°C 70°C 76°C

G* /Sin x(0431)(kPa)

3500 3000

Fly Ash

2500 2000 1500 1000 500 0 -1

0

1

2

3

4

5

6

7

Mineral Filler (%) Fig. 6. G*/Sin , and Fly Ash Percentage Relationship on Unaged binder.

8

395

58 °C, 64 °C, 70 °C and 76 °C respectively. The rutting factor G*/Sin (,) is basically defined as the stiff characteristics. It can be seen that with the addition of all three mineral fillers, the values of G*/Sin (,) show increase in the rutting resistance in the same way. The rutting factor was increased with the addition of 3%, 5%, and 7% stone dust, brick dust and fly ash. It was observed that from 58 to 76 °C G*/Sin (,) increases by the addition of mineral fillers. Using DSR phase angle (h) was also determined on the 58, 64, 70 and 76 °C temperature. However, with the increase in the mineral filler the decrease in phase angle (h) was observed [23–24]. Permanent deformation was observed which may be due to the lower phase angle and more bitumen as depicted in Tables 5, 6. In addition, the improvement in the high temperature performance of bitumen was observed with the addition of mineral fillers. DSR results and calculations show that the rutting values of the resistance for modified binder with mineral filler are improved. It was found that the greater the rutting parameters, the better are the anti-rutting properties [25]. From Figs. 4–6, it can be noticed that by the addition of 3, 5 and 7% stone dust at 64 °C the value of G*/Sin (,) obtained is 464.4, 1045 and 2593 Pa which shows 53.1%, 79.1% and 91.6% improvement in rutting resistance. It can be seen that with the addition of 3%, 5% and 7% Brick dust at 64 °C the value of G*/Sin (,) obtained as 492.5, 1067 and 2388 Pa which shows 50.5%, 77.1% and 89.8% improvement in rutting resistance. The addition of 3.0%, 5.0% and 7.0% fly ash at 64 °C showed the value of G*/Sin (,) of 470.1, 1065 and 2543 Pa which show 49.71%, 77.8% and 90.7% improved rutting resistance. After conducting short term aging test, RTFO residues were reused for DSR which resulted in the phase angles and G*/Sin (,) of different modified binders. Whereas, phase angles at 64 °C are shown in Table 5. As, the fillers percentage increased, the phase angle decreased which show increase in elastic properties [25]. After conducting long term aging test, RTFO residues were reused for PAV which results the phase angles of different modified binders at 25 °C as depicted in Table 6. The fatigue resistance G*Sin (,) parameters for the original and mineral filler modified samples were also observed. The main cause of fatigue damage was due to the repeated loading on the pavements and due to this the micro damage in the pavements occurs. This may be due to the stiffness which was caused due to such distresses and the reduction of the load carrying ability. The fatigue resistance G*Sin (,) parameter was also determined at four different temperatures such as 58 °C, 64 °C, 70 °C and 76 °C respectively. Figs. 7–9 showed an increase in the value of G*Sin(,) fatigue resistance with the addition of 3, 5 and 7% stone dust, brick dust and fly ash. Figs. 10–12 showed the viscosity-temperature relationship of stone dust, brick dust and fly ash respectively. The viscosity plays an important role for mixing and compaction of the asphalt. The maximum dynamic viscosity was obtained by adding 5% of stone dust at all the temperatures as shown in Fig. 10. The percentage of dynamic viscosity was 5.90%, 21.80%, 5.0% and 18.10% and increased with the temperatures of 135 °C, 145 °C, 155 °C and 165 °C respectively. The maximum dynamic viscosity was obtained by adding 3% of brick dust at all the temperatures as shown in Fig. 11. The percentage of dynamic viscosity increased with the increased of temperatures 135 °C, 145 °C, 155 °C and 165 °C was 19.30%, 36.80%, 25.0% and 54.50% respectively. The maximum dynamic viscosity was obtained by adding 7% of fly ash at different temperatures as shown in Fig. 12. The percentage of dynamic viscosity was 9.67%, 15.8%, 25% and 18.1% increased with the increased of temperature of 135 °C,145 °C, 155 °C and 165 °C respectively. However, even with the higher viscosity the mineral fillers will facilitate the compaction and mixing process due to the micro-bearing effect and so the mix can be compacted and placed at low temperatures which will save a lot of energy [1].

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Table 5 G*.(Sin ,) Values of binder Obtained from RTFO residues.

ARL 60/70 +0% ARL 60/70 +3% ARL 60/70 +5% ARL 60/70 +7%

2500

Temp (°C)

Phase Angle(h)

G*.(Sin ,) (Pa)

B 60–70 B 60–70 + 3% Fly Ash B 60–70 + 5% Fly Ash B 60–70 + 7% Fly Ash B-60–70 + 5% Brick Dust B 60–70 + 3% Brick Dust B 60–70 + 7% Brick Dust B 60–70 + 3% Stone Dust B 60–70 + 5% Stone Dust B 60–70 + 7% Stone Dust

58.0 58.0 58.0 58.0 58.0 58.0 58.0 58.0 58.0 58.0

85.58 84.87 84.30 83.49 85.58 85.77 86.45 84.17 84.05 83.57

2953 5132 5728 6152 3324 2360 2959 5010 4960 5474

G*.(Sin x(0431))(KPa)

Binder Type

Brick Dust

2000

1500

1000

500

Table 6 G*.(Sin ,) Values of binder obtained from PAV residues.

B B B B B B B B B B

60–70 60–70 + 3% 60–70 + 5% 60–70 + 7% 60–70 + 3% 60–70 + 5% 60–70 + 7% 60–70 + 3% 60–70 + 5% 60–70 + 7%

Fly Ash Fly Ash Fly Ash Brick Dust Brick Dust Brick Dust Stone Dust Stone Dust Stone Dust

0

Temp (°C)

Phase Angle (h)

G*.(Sin ,) (Pa)

25.0 25.0 25.0 25.0 25.0 25.0 25.0 25.0 25.0 25.0

56.11 53.77 52.19 47.53 49.27 54.97 53.24 51.94 51.81 51.47

3.14  106 5.71  106 6.14  106 7.87  106 7.78  106 4.02  106 5.42  106 5.50  106 6.16  106 5.45  106

G*.(Sin x(0431) )(kPa)

60

62

64

66

68

70

7000

72

74

76

78

ARL 60/70+0% ARL 60/70+3% ARL 60/70+5% ARL 60/70+7%

6000

Fly Ash

ARL 60/70+0% ARL 60/70+3% ARL 60/70+5% ARL 60/70+7%

Stone Dust

58

Fig. 8. G*/Sin , and Temperature on Unaged binder (Brick Dust).

6000

5000

56

Temperature (°C)

G*.(Sin x(0431))(KPa)

Binder Type

4000

5000 4000 3000 2000 1000

3000 0 56

2000

58

60

62

64

66

68

70

72

74

76

78

Temperature (°C) Fig. 9. G*/Sin , and Temperature on Unaged binder (Fly Ash).

1000

0 56

58

60

62

64

66

68

70

72

74

76

450

78

Temperature (°C)

400

Stone Dust

Dynamic Viscosity (cP)

Fig. 7. G*/Sin , and Temperature on Unaged binder (Stone Dust).

The values of creep rate (m) and creep stiffness (S) were obtained from the software of the three different mineral fillers at the loading time of 60sec as reported in Figure (13–18). The value of creep stiffness (S) should be lesser than 300 MPa and for creep rate (m) the value should me more than 0.300 [23]. Figs. 13– 15 depicted creep rate m verses temperature relationship for stone dust, brick dust and fly ash respectively. These results reported that the stone dust and brick dust values were decreasing than the criteria line at 6°C while in the case of fly ash, values were according to the desired criteria for creep rate (m). Moreover, Figs. 16–18 depicted creep stiffness (S) verses temperature relationship for stone dust, brick dust and fly ash respectively. It can be seen that the values of creep stiffness (S) were fulfilling the criteria [23]. It has been observed that as the creep stiffness values increases the thermal stress which are developed within the pave-

ARL 60/70+0% ARL 60/70+3% ARL 60/70+5% ARL 60/70+7%

350 300 250 200 150 100 135

140

145

150

155

160

Temperature (°C) Fig. 10. Viscosity-Temperature Relationship of Stone Dust.

165

397

H. Naveed et al. / Construction and Building Materials 222 (2019) 390–399 500 450

Brick Dust

0.60 0.55

Creep rate m

Dynamic Viscosity (cP)

400 350 300

ARL 60/70+0% ARL 60/70+3% ARL 60/70+5% ARL 60/70+7%

0.65

ARL 60/70+0% ARL 60/70+3% ARL 60/70+5% ARL 60/70+7%

250

Brick Dust

0.50 0.45 0.40 0.35

200

0.30

150

0.25 -12

-10

100

-8

-6

-4

-2

0

Temperature (°C) 135

140

145

150

155

160

165

Fig. 14. Creep Rate m-Temperature relationship of Brick Dust.

Temperature (°C) Fig. 11. Viscosity-Temperature relationship of Brick Dust.

450

Fly Ash

350

0.6

Creep Rate m

Dynamic Viscosity (cP)

400

ARL 60/70+0% ARL 60/70+3% ARL 60/70+5% ARL 60/70+7%

0.7

ARL 60/70+0% ARL 60/70+3% ARL 60/70+5% ARL 60/70+7%

300 250

Fly Ash

0.5

0.4

200 150

0.3

100 50

-12

130

140

150

160

170

-10

-8

-6

-4

-2

0

Temperature (°C)

180

Temperature (°C)

Fig. 15. Creep Rate m-Temperature relationship of Fly Ash.

Fig. 12. Viscosity-Temperature relationship of Fly Ash.

200

ARL 60/70+0% ARL 60/70+3% ARL 60/70+5% ARL 60/70+7%

0.55

180

Stone Dust

0.50

Creep Rate m

Creep Stiffness S (MPa)

0.60

0.45 0.40 0.35

ARL 60/70+0% ARL 60/70+3% ARL 60/70+5% ARL 60/70+7%

Stone Dust

160 140 120 100 80 60 40

0.30

20

0.25

0 -12

-10

-8

-6

-4

-2

Temperature (°C) Fig. 13. Creep Rate m-Temperature relationship of Stone Dust.

0

-12

-10

-8

-6

-4

-2

Temperature (°C) Fig. 16. Creep Stiffness S-Temperature relationship of Stone Dust.

0

398

H. Naveed et al. / Construction and Building Materials 222 (2019) 390–399

ARL 60/70+0% ARL 60/70+0% ARL 60/70+0% ARL 60/70+0%

200

Creep Stiffness S (MPa)

180

Brick Dust

160 140 120 100 80 60 40 20

Declaration of Competing Interest

0 -12

-10

-8

-6

-4

-2

0

Temperature (°C)

None.

Fig. 17. Creep Stiffness S-Temperature relationship of Brick Dust.

200 180

Creep Stiffness S (MPa)

parameter. This illustrates that fly ash may have some of the beneficial outcomes on the high temperature properties on the asphalt mastic. In addition to it, fly ash may be utilized as an asphalt extender up to 30% for the replacing purposes of the bitumen. With the addition of mineral filler, the rutting parameter increased which showed better anti rutting properties. SEM reveals about the surface of fly ash and showed homogeneous surface of fly ash. The asphalt mastic showed improvement in the properties of the mixture. As, fly ash is a low-cost mineral filler and available in vast amount, so it can be used as a mineral filler in the asphalt mix to improve the properties as well as to minimize the environmental hazards. Moreover, in areas where the road intersections are subject to the speedy rutting due to movement of heavy traffic the positive properties of fly ash can be utilized at such places.

References

ARL 60/70+0% ARL 60/70+0% ARL 60/70+0% ARL 60/70+0%

Fly Ash

160 140 120 100 80 60 40 20 0 -12

-10

-8

-6

-4

-2

0

Temperature (°C) Fig. 18. Creep Stiffness S-Temperature relationship of Fly Ash.

ment owing to the shrinkage of thermal also increases and the chances of thermal cracking rises. However, when the values of creep rate m decrease the stress rate relaxation also declines and the capability of the pavement to release thermal stresses also cut [23]. So, the binder with lower stiffness modulus and higher creep rate m has a good low temperature performance.

4. Conclusions The feasibility for using mineral fillers were investigated in this research work. Experiments were conducted on the important parameters which resulted in influence of performance of asphalt mastic. EDX results showed the mineral fillers used are mainly composed of SiO2 and CaO. Fly ash and brick dust have higher percentages of SiO2 and Stone Dust has higher percentage of CaO. Fly Ash increased the complex modulus (G*) of Asphalt by 71.10%. However, fly ash decreased the phase angle (h) up to 2.5% which shows that the asphalt mastic was more resistant to permanent deformation. The effect on rutting parameter (G*/Sin ,) was also observed. Better anti rutting and fatigue resistance properties up to 71.10 and 19.8% respectively were observed with greater rutting

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