- Email: [email protected]
Performance evaluation of the use of tire-derived fuel fly ash as mineral filler in hot mix asphalt concrete
j o u r n a l o f t r a f fi c a n d t r a n s p o r t a t i o n e n g i n e e r i n g ( e n g l i s h e d i t i o n ) x x x x ; x x x ( x x x ) : x x x
Available online at www.sciencedirect.com
ScienceDirect journal homepage: www.keaipublishing.com/jtte
Original Research Paper
Performance evaluation of the use of tire-derived fuel fly ash as mineral filler in hot mix asphalt concrete Min Ju Choi a, Yong Joo Kim b, Hyeok Jung Kim c, Jae Jun Lee d,* a
BILTZONE Co., Ltd., Hwaseong 18514, South Korea Korea Institute of Civil Engineering and Building Technology, Goyang-Si 10223, South Korea c Industry-Academic Cooperation Foundation Center, Hankyong National University, Anseong-si 17579, South Korea d Department of Civil Engineering, Chonbuk National University, Jeonju 54896, South Korea b
highlights The TDF fly ash was proper to alternative filler for asphalt mixture. The TDF fly ash improved the moisture susceptibility.
article info
abstract
Article history:
According to deplete natural resources and need to protect the environment, the demand
Received 21 February 2018
of a usage of waste material has significantly increased. Many studies are currently being
Received in revised form
carried out on the development of innovative and environmentally friendly materials for
4 April 2019
securing the safety of road users and improving the performance and durability of roads.
Accepted 6 May 2019
For example, studies are currently being conducted on the use of waste tires as a substitute
Available online xxx
for currently used fuels. Since the development of the automobile industry, the amount of waste tire has continuously increased in accordance with the increased vehicle numbers.
Keywords:
Tire-derived fuel (TDF) has been used as a fuel source with generated TDF fly ash. Mineral
Asphalt mixture
filler, made of fine mineral particles of a physical size passing the number 200 standard
TDF fly ash
mesh sieve (75 micron), plays an important role in asphalt mixtures properties. This paper
Marshal stability
presents an application of TDF fly ash as filler in hot mix asphalt (HMA). In this study, the
Moisture sensitive
performance of TDF fly ash was confirmed through a comparison with three other mineral
TSR
fillers: stone dust, cement, and hydrated lime. Various tests including Marshall stability test, moisture sensitivity test, dynamic immersion test, and a wheel tracking test were performed to investigate the difference in the behaviors of the samples with different parameters considered in this study. The results show that the mechanical performance of hot mix asphalt using TDF fly ash satisfied the quality standard specification of the Ministry of Land, Infrastructure and Transport (MOLIT), Korea. It can be concluded that the use of TDF fly ash as a mineral filler in HMA not only satisfied the mechanical properties, but also reduced the volume of the pollutants waste in the environment.
* Corresponding author. Tel.: þ82 10 4163 3445, fax: þ82 63 270 2427. E-mail addresses: [email protected] (M.J. Choi), [email protected] (Y.J. Kim), [email protected] (H.J. Kim), lee2012@jbnu. ac.kr (J.J. Lee). Peer review under responsibility of Periodical Offices of Chang'an University. https://doi.org/10.1016/j.jtte.2019.05.004 2095-7564/© 2019 Periodical Offices of Chang'an University. Publishing services by Elsevier B.V. on behalf of Owner. This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/).
Please cite this article as: Choi, M.J et al., Performance evaluation of the use of tire-derived fuel fly ash as mineral filler in hot mix asphalt concrete, Journal of Traffic and Transportation Engineering (English Edition), https://doi.org/10.1016/j.jtte.2019.05.004
2
J. Traffic Transp. Eng. (Engl. Ed.) xxxx; xxx (xxx): xxx
© 2019 Periodical Offices of Chang'an University. Publishing services by Elsevier B.V. on behalf of Owner. This is an open access article under the CC BY-NC-ND license (http:// creativecommons.org/licenses/by-nc-nd/4.0/).
1.
Introduction
National highway in Korea was covered with asphalt pavement. Now, strategy of government for national highway was changed from construction to maintenance. Thus, the government is interested in quality control to extend pavement service life and save maintenance budget. According to increase the number of vehicles and climate change, the higher quality and quality assurance in pavement policy is required. The government is to provide safe, durable and smooth pavement that is capable of carrying anticipated traffic loads. To accomplish this objective, many researchers were dedicated to select paving materials that could reduce the distress and improve the general performance of asphalt pavement (Modarres and Rahmanzadeh, 2014; Saltan et al., 2013). Therefore, many researchers are being carried out the development of innovative and environmentally friendly materials for improving the performance and durability of roads. For example, studies are being conducted on the use of waste tires as substitutes for current fuels. Since the development of the automobile industry, the amount of waste tire has continuously increased in accordance with the increased production of tires. Therefore, waste should be properly handled according to the increase in the annual generation of tirederived fuel (TDF) fly ash. When used as a fuel source, resources are saved and recycled. If this TDF fly ash is used as a mineral filler for road pavement, it is expected to reduce the costs associated with landfill disposal, recycling of industrial by-products, and the environmental burden. In this study, TDF fly ash was used as a mineral filler in asphalt mixture, a technique that has not been properly utilized thus far. The research team was adopted various test methods such as Marshall stability and indirect tensile strength etc. to investigate the effect of TDF fly ash as filler material in asphalt paving material based on both the Korean Standard (KS), KS F3501 (Korean asphalt mixture mineral filler) and the Guide of Production and Construction of Asphalt mixture in Korean (KATS, 2013a; MOLIT, 2015).
2.
Literature review
2.1.
Status of the use of overseas waste tire
One of methods to recycle waste tire is mixed with coal or other fuel to be burned in power plants or concrete kilns. More than 7500 tons of waste tires was recycled with tire-derived fuel in the Nova Scotia area. The generated waste tires were used as an auxiliary fuel in the cement plant in 2005 (Pegg et al., 2007). In a study investigating the environmental impact and potential danger of using TDF as an auxiliary
fuel, Pegg et al. (2007) found that the CO2 emissions tended to increase slightly, but SO2 and NOx did not have a significant influence. A slight reduction of gaseous emissions is expected for 30% equivalent heat replacement of coalcoke with TDF, with corresponding decrease in gaseous combustion products: 21%, 1%, and 23% decrease in fuel SO2 and fuel NOx emissions respectively (Asamany et al., 2015). In Europe, the amount of waste tire used for highway pavement is only 1% of the total waste tire use. This means that only slightly more than 0.25% of waste tires generated in Europe are recycled. In the case of the US, in 1991, a request was made by a research team to use rubber asphalt utilizing waste tires in construction projects conducted using federal funds; however, the request was withdrawn five years later due to the environmental impact and risk. However, in some states, rubber asphalt is used for highway projects, while studies on the influence on the environment and health have advanced. The US National Institute for Occupational Safety and Health (NIOSH) concluded that the dust generated from rubber asphalt did not exceed the exposure limits set by the health and safety regulations. Although the components of exhaust gas and dust could be altered, these substances were only generated by asphalt, and were not generated by rubber when using waste tires.
2.2.
Definition of TDF fly ash
Tire-derived fuel (TDF) is composed of shredded scrap tires and may be efficiently mixed with other fuel materials such as coal or wood for concrete kilns or power plants. Fig. 1 shows the process of generating TDF fly ash. The dust is then collected from the boiler and filtered through the bag filter, and TDF fly ash is finally produced. Because TDF is an environmentally friendly and renewable energy solid fuel, it is used as a raw material source produced in several thermally combined plants in South Korea and overseas. Until recently, the use of TDF has gradually increased due to the increase of recycle waste tire. Therefore, the amount of TDF fly ash generated has also increased, and the TDF fly ash has thus far been classified as waste and transported to landfill because no environmentally friendly treatment
Fig. 1 e Process of TDF fly ash generation.
Please cite this article as: Choi, M.J et al., Performance evaluation of the use of tire-derived fuel fly ash as mineral filler in hot mix asphalt concrete, Journal of Traffic and Transportation Engineering (English Edition), https://doi.org/10.1016/j.jtte.2019.05.004
J. Traffic Transp. Eng. (Engl. Ed.) xxxx; xxx (xxx): xxx
method has been developed and no related standards on TDF fly ash recycling have been devised. However, according to the amendment of the lower statute of the Ministry of Environment's “Waste Administration Law”, TDF fly ash can be recycled. Despite the increase in the amount of TDF fly ash generated, it has not been appropriately utilized and, in Korea, it is currently dumped as landfilled waste (Choi et al., 2016). The results of the TDF fly ash waste treatment test are shown in Table 1. These results confirmed that the harmful substances in the TDF fly ash don't detect. It implies that various usage of TDF fly ash is able to show in the future.
2.3.
Usage of waste materials for mineral filler
Many researchers have investigated the performance of waste materials used as replacement of conventional mineral filler in asphalt mixture. Because of the lack and limitation of available natural resources, it is important to find alternative materials. Recycling of waste materials is not only economically feasible but also an environmentally friendly option lar, 2007; Karasahin and Terzi, 2007; (Ahmed et al., 2006; Cag Muniandy et al., 2009; Saltan et al., 2013; Sangiorgi et al., 2017). The recycled materials in construction was increased because of the lack and limitation of available natural resources. Lots of industrial waste products have been carried out on the use of different recycled materials in substitution of conventional fillers in asphalt concretes (Uzun and Terzi, 2012). Mistry and Roy (2016) evaluated the effect of using fly ash (FA) (a mineral by-product of coal ignition in thermal power plants) in asphalt mixture as a replacement of the commonly used filler. Their experimental results showed a higher stability value with lower optimum binder content for a mixture having 4% FA, which was the optimum filler content compared with conventional mix and standard specification. Their study demonstrated the possibility of FA as an alternative filler instead of 2% hydrated lime (HL) in HMA, while satisfying the standard specification. In a study by Sobolev et al. (2013), the use of fly ash in asphalt mixture was reported to improve the performance of the asphalt binders at comparable levels to the polymer modification. The addition of fly ash enhanced the thermal relaxation according to the enhanced resistance to thermal cracking and the ability to relieve internal thermal stress build-up during the winter season. The fly ash could be used to reduce the amount of asphalt binder needed for the required performance. Jony et al. (2011) investigated the effect of using waste glass powder as mineral filler on the Marshall properties of hot asphalt concrete mixtures in response to a lack of wide experimentation on the use of waste glass as filler in hot mix asphalt. The results demonstrated the feasibility of using glass powder as filler in HMA with an optimum glass powder content of 7%. Sadeeq et al. (2014) conducted an experimental investigation on the use of rice husk ash (RHA) as filler to replace ordinary portland cement (OPC) in
Table 1 e Test result of waste treatment. Substance Result
Pb
Cu
As
Hg
C2N2
Undetected
Cr6þ
Cd
Oil
3
reclaimed asphalt pavement (RAP). Marshall stability tests were performed on various mixes to investigate the pavement performance. An optimum value of 25% RHA filler replacement for OPC was obtained. Indirect tensile strength test results indicated that the use of RHA as a filler contributes more to crack resistance of recycled asphalt pavement than OPC filler. Coal waste is a by-product produced in coal washing plants. The accumulation of coal waste in nature causes several ecological and environmental problems. In a study by Modarres and Rahmanzadeh (2014) and Modarres et al. (2015), the main objective was to investigate the applicability of coal waste powder and its ash produced as fillers in hot mix asphalt (HMA) compared to the conventional fillers. The use of recycled brick powder as a replacement of mineral filler in asphalt mixture was carried out by Chen et al. (2011) to determine the performance of two mixtures using recycled brick powder and limestone filler. The asphalt properties were evaluated using indirect tensile tests, static and dynamic creep tests, water sensitivity tests, and fatigue tests. The mixtures prepared with recycled brick powder were shown to have better mechanical properties than the mixtures prepared with limestone filler. Thus, it is promising to use recycled brick powder as a mineral filler in asphalt mixture. Goh and You (2008) conducted the rutting performance of asphalt mixtures with bottom ash in the aggregate according to the flow number and dynamic modulus tests. The asphalt mixture containing bottom ash increased the optimum asphalt binder contents significantly and showed a slightly higher rut depth. In order to solve this problem, the absorption value of bottom ash was tested before the usage. Also, the use of lime for the bottom ash mixture could be used to increase the rutting resistance. The effect on optimum bitumen content (OBC) of filler type and filler content not only depends on the fineness of the filler but it is also controlled by the Rigden voids of the filler. Static creep tests and wheel-tracking tests conducted on various mixes indicate better performance of a mix when these wastes are used as filler. Mixes with fly ash, granite dust, and marble dust have almost 40% more life in rutting when compared with conventional stone dust filler. The fatigue life of a mix with marble dust is 50%e70% higher than that of a mix with conventional stone dust. In the case of fly ash filler, the fatigue life is approximately 30% higher than conventional stone dust filler. Mistry and Roy (2016) investigated the effect of using fly ash in asphalt mixture instead of common mineral filler. Samples were fabricated with different bitumen content (3.5%e6.5% at 0.5% increments) by using 2% hydrated lime in control mix as well as various percentage of fly ash ranging from 2% to 8%. The optimum bitumen content (OBC) was determined based on Marshall mix design. This study results founded higher stability value with lower OBC for the mixture having 4% FA as optimum filler content in comparison with conventional mix and standard specification. From this study, the Fly ash was proper to alternative filler instead of hydrated lime in asphalt concrete mix by satisfying the standard specification. Tai Nguyen and Nhan Tran (2018) have studied the effects of crumb rubber on the mechanical properties, especially the rutting
Please cite this article as: Choi, M.J et al., Performance evaluation of the use of tire-derived fuel fly ash as mineral filler in hot mix asphalt concrete, Journal of Traffic and Transportation Engineering (English Edition), https://doi.org/10.1016/j.jtte.2019.05.004
4
J. Traffic Transp. Eng. (Engl. Ed.) xxxx; xxx (xxx): xxx
resistance, of crumb rubber modified asphalt concrete and stone mastic asphalt (SMA) as function of the content of additive and the curing time. The size of used crumb rubber ranges from 0 to 2.36 mm, which was not too coarse for promoting the crumb rubberebitumen interaction and not too fine for facilitating the production of crumb rubber. The optimal content of crumb rubber was 1.5%e2%, while the optimal curing time that contributed to the maximal increase in the mechanical characteristics of both mixtures could not be determined. For the high temperature, the longer the asphalt mixture was maintained for the better the performance of mixture. Also, aging was influenced on the performance of asphalt mixtures. Likitlersuang and Chompoorat (2016) investigated the influence of filler materials on volumetric and mechanical performances of asphalt concrete. Both cement and fly ash was used for filler material instead of common filler following the Marshall mix design method. Various cement and fly ash contents was adopted. In order to investigate the asphalt concrete mixture as function of filler types, the indirect tensile test, the resilient modulus test and the dynamic creep test were conducted. Both cement and fly ash were beneficial in terms of enhanced strength, stiffness and stripping resistance of asphalt mixture. In addition, the combined use of cement and fly ash can enhance rutting resistance at wet and high temperature conditions (Huang et al., 2010). 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. Sadeghnejad et al. (2018), has investigated the optimal use of waste glass in hot mix asphalt mixtures to increase strength. The aim of this study was to estimate the impact of temperature and stress on the glasphalt mixture rutting behavior with ABAQUS software. The results of this study showed that the presented models were well able to predict the rutting of glasphalt mixtures at different temperatures and stresses. Also the results of models showed that the waste glass powder was able to improve the performance of asphalt mixtures against permanent deformation significantly.
3.
Mineral filler
Mineral fillers are part of the aggregate skeleton of the pavement and play an important role in asphalt mixtures because they fill voids in paving mix and improve the cohesion of asphalt binder (Kandhal et al., 1998; Wasilewska et al., 2017). They provide contact points between individual particles and, therefore, are generally considered to perform the same function as the coarser particles in resisting stresses imposed on the pavement (Kallas et al., 2019). The mineral filler in asphalt mixture offers for the durability of the asphalt mixtures in the case of water action due to its physical characteristics, reducing the porosity of the granular structure and thereby making the access of water and air difficult Mahan (2013). Aboelkasim and Enieb (2018) founded the mechanical properties of the asphalt mixtures were strongly dictated to the type and amount of the mineral filler. Also, the influence of mineral filler at the mastic scale
also was verified with the aid of penetration and softening point tests, confirming the agreement between mixture and mastic results. The physical properties of mastics are strongly dependent on type and concentration of the mineral filler. Wang et al. (2011) analyzed the effect of mineral filler properties on asphalt mastic and the rutting potential of asphaltic mixture. The characteristic of mineral filler properties were investigated with four tests: Rigden voids, fineness modulus, calcium oxide content, and methylene blue value. The asphalt mastic performance was significantly affected by the fractional voids in the filler and possibly by the Calcium Oxide content and fineness modulus. The SBS (styrene butadiene styrene) modified binder showed the strongest effect as a result of the mineral filler inclusion when tested as mastic. On the other hand, Rigden voids and calcium oxide content showed relatively greater correlation with the mixture rutting potential, as compared with other filler properties. Rigden void, more pronounced for the coarse mixture than for the fine mixture, improved the prediction models for dynamic modulus and flow number. The mineral filler must be powder or another suitable mineral substance such as limestone powder, hydrated lime, and dust, etc. It is specified in KS F 3501 (KATS, 2013a, b) that, when using these substances as mineral fillers, they must not contain harmful substances such as dust, mud, organic matter, or bulky particles. The purpose of using these materials in asphalt mixtures is to assist the arrangement of aggregates to increase the stability and strength of the aggregate within the mixture, as the mineral filler combines with the asphalt. As shown in Fig. 2, the role of the mineral filler is to help improve workability by acting as a roller. The most of the other important properties of filler such as specific surface area, voids, void diameter, degree of compaction, and bulk density as found by many other investigators, were directly or indirectly related to particle size (Lee, 1964). It also affects the properties of asphalt mixtures, depending on the characteristics inherent in the mineral filler. The mineral filler is also important as its function and role differ from those of the aggregate in the asphalt mixture. The increasing filler content increases the brittleness and tendency to crack in performance because of the increased thickness of the asphalt film of the asphalt mixture (Goh and You, 2008).
Fig. 2 e Role of mineral filler in the interior of the asphalt mixture.
Please cite this article as: Choi, M.J et al., Performance evaluation of the use of tire-derived fuel fly ash as mineral filler in hot mix asphalt concrete, Journal of Traffic and Transportation Engineering (English Edition), https://doi.org/10.1016/j.jtte.2019.05.004
J. Traffic Transp. Eng. (Engl. Ed.) xxxx; xxx (xxx): xxx
3.1.
TDF fly ash
The TDF fly ash used in this study is a black powder as shown in Fig. 3. The results of the scanning electron microscope (SEM) analysis of the TDF fly ash shown in Fig. 4 confirm that the particle shape is generally large and rectangular and the particle size varies. Table 2 shows the chemical composition of the TDF fly ash, indicating that the chemical components of CaO and SiO2 comprise the largest proportion. When the CaO component reacts with pore water, Ca(OH)2 and Ca2þ ions are generated. This component then reacts with the silicate and aluminate of the TDF fly ash component to form a hydrate. It is expected that the TDF fly ash will have a positive effect on moisture resistance.
3.2.
Asphalt binder
The asphalt binder produced by one of Korea petroleum companies was PG 64-22 that commonly used in asphalt pavement construction in Korea.
3.3.
Aggregate
Granite aggregate is adopted which contains less than 10% flat and elongated particles and is typically used for asphalt pavement in Korea. Fig. 5 shows the aggregate gradation for a 19 mm hot mix asphalt mixture.
4.
Testing methods
4.1.
Marshall stability test
Generally, the Marshall stability test is one of test methods to evaluate asphalt mixture's properties in Korea. It is evaluated the resistance of plastic flow with maximum load and measured the empirical physical properties of the asphalt mixture. The value of the flow refers to the total vertical displacement until the specimen reaches the maximum load. The specimen for this test was immersed in a water tank at 60 C for 30 min, the moisture in the sample surface was removed, and the load was then applied at a speed of 50.0 mm/min for load measurement.
4.2.
5
Moisture sensitive test
Environmental factors such as temperature, air and water have deleterious effects on the durability of HMA (Tandon
Fig. 4 e Particle conformation of TDF fly ash (SEM). et al., 1998; Terrel and Al-Swailmi, 1994; Terrel and Shute, 1989). According to Little and Jones (2003), moisture damage is defined as the loss of strength and durability in asphalt mixtures due to the effects of moisture. Moisture can damage the HMA in the following two ways: 1) loss of bond between the asphalt cement or mastic and the fine and coarse aggregate and 2) weakening of the mastic due to the presence of moisture. Six contributing factors have been attributed to causing moisture damage in HMA: detachment, displacement, spontaneous emulsification, pore-pressure induced damage, hydraulic scour, and environmental effects (Amelian et al., 2014; Little and Jones, 2003; Roberts et al., 1996). The strength and stability of asphalt mixtures are reduced after submerge into water. Moisture is one of main factors to create pavement distress because the moisture in the asphalt pavement causes the loss of adhesion between aggregate and asphalt mastic. In addition, the cohesion and bond strength loss of the asphalt mastic caused various distress such as raveling, striping and fatigue cracks (Chandra and Choudhary, 2013; Paul, 2006). In this study, a tensile strength ratio test was conducted in accordance with the humidity resistance evaluation method as specified in KS F 2398. The value of the indirect tensile strength in the dry state and the value of the indirect tensile strength after the moisture treatment are measured (KATS, 2012). The ratio between these values is then determined as the moisture resistance; that is, the tensile strength ratio (TSR). The TSR was then calculated from Eq. (1). TSR ¼
(1)
where S1 is the value of ITS after moisture treatment, S2 is the value of dry state of ITS.
4.3.
Fig. 3 e TDF fly ash.
S1 S2
Dynamic immersion test
One of distresses is stripping which caused by loss of bond between aggregate and asphalt binder. The dynamic immersion test was specified in the standard of EN 12697-11 (BSI, 2012) for evaluating the adhesion strength between aggregate and asphalt in a water immersion state. Figs. 6 and 7 show the dynamic water immersion glass bottle specified by the EN 12697-11 standard and testing equipment (KATS, 2013b). Fig. 8 shows the method specified in EN 12697-11 for judging the degree of coating with the naked
Please cite this article as: Choi, M.J et al., Performance evaluation of the use of tire-derived fuel fly ash as mineral filler in hot mix asphalt concrete, Journal of Traffic and Transportation Engineering (English Edition), https://doi.org/10.1016/j.jtte.2019.05.004
6
J. Traffic Transp. Eng. (Engl. Ed.) xxxx; xxx (xxx): xxx
Table 2 e Chemical composition of TDF fly ash. Type of mineral filler
TDF fly ash
Chemical composition SiO2
Al2O3
CaO
Fe2O3
Na2O
K2O
C
25.40
4.03
36.40
5.59
0.57
0.76
3.21
Fig. 5 e Aggregate gradation. eye. Thus, the degree of coating was evaluated by varying the amount added by 0e4% as function of filler types (KATS, 2013b). For dynamic immersion test, 600 g of aggregate passing the 10 mm sieve and retained on the 6.3 mm sieve (6/10 mm fraction) was mixed with asphalt binder at 160 C. The detailed sample preparation is described at the EN 12697-11.
4.4.
Fig. 7 e Dynamic water immersion test equipment.
Wheel tracking test
Traffic loads causes internal stresses in asphalt pavement structures. In summer, when the deformation of asphalt pavement occurs most often, the temperature of the surface layer increases as it absorbs the heat from the sun. Then, when the asphalt becomes loose and receives the traffic load, plastic deformation called a rutting or a dent phenomenon Fig. 8 e Coverage guidelines.
Fig. 6 e Glass bottle for dynamic water immersion test.
Fig. 9 e Wheel tracking equipment.
Please cite this article as: Choi, M.J et al., Performance evaluation of the use of tire-derived fuel fly ash as mineral filler in hot mix asphalt concrete, Journal of Traffic and Transportation Engineering (English Edition), https://doi.org/10.1016/j.jtte.2019.05.004
7
J. Traffic Transp. Eng. (Engl. Ed.) xxxx; xxx (xxx): xxx
Table 3 e Comparisons of particle sizes according to the type of mineral filler. Sieve size (mm)
0.6 0.3 0.15 0.08
Passing percentage (%) Standard specification
Cement
Stone dust
Hydrated lime
TDF fly ash
100 95 90 70
100 100 94 81
100 100 93 78
100 100 95 76
100.0 100.0 95.5 73.5
will occur, which causes tire marks along the traveling direction of the vehicle. This particularly occurs at intersections where the vehicle gradually slows down and/or stops. In order to predict these plastic deformations, the wheel tracking test is typically used to predict the potential for rutting in the field. Since this is a simple test method, it is possible to compare mixtures corresponding to the settling depth, and the deformation of the packing surface layer can be copied. In this research, the dynamic stability and the deformation amount were measured using the equipment shown in Fig. 9 according to the KS F 2374 standard. The plastic deformation resistance of the mixture was then determined through repeated running of the wheel load (BSI, 2012). The dynamic stability and the total deformation are measured. The dynamic stability necessary for evaluating the resistance of plastic deformation is calculated through the following Eq. (2). Dynamic stability ðDSÞ ¼
Number of passes 15C ¼ Deformation amount ðD60 D45 Þ (2)
where C is the loading speed (42 cycle/min), D45 is the deformation amount during 45 min (mm), D60 is the deformation amount during 60 min (mm).
5.
Analysis of test results
5.1.
Comparisons of particle size as mineral filler
Since the particle size distribution, particle conformation, and specific surface area are varied for each mineral filler, the properties of the asphalt mixture can be determined
Fig. 10 e Marshall stability result as function of type of mineral filler.
differently according to the characteristics of the mineral filler. Table 3 shows the results of the particle size analysis of the mineral filler used in this study, showing that TDF fly ash satisfies the mineral filler particle size criteria specified in KS F 3501.
5.2.
Marshall stability
Fig. 10 shows measured Marshall stability as function of mineral filler types. The criteria of the Marshall stability is 7500 N. The asphalt mixture has to be production and construction guidelines of asphalt mixture published by MOLIT, the minimum standard Marshall stability is set at 7500 N. As shown in Fig. 10, the results confirmed that the Marshall stability of each of the four types of mineral filler including TDF fly ash satisfies this minimum standard (7500 N) (MOLIT, 2007).
5.3.
Moisture resistance
Tensile strength ratio (TSR) is used to evaluate its moisture resistance according to the type of mineral filler. For the measurement, a specimen is prepared, of which the air void of the asphalt mixture is 7% ± 0.5%. The value of TSR is calculated using Eq. (1). As shown in Table 4, the TDF fly ash and Hydrated lime satisfy the standard TSR value. The hydrated lime, which is widely used for improving moisture
Table 4 e TSR test results. Type of mineral filler Cement TDF fly ash Stone dust Hydrated lime
Standard
Value of test
MOLIT (more than 0.8)
0.77 0.82 0.75 0.90
Fig. 11 e Change of rut depth over time deformation.
Please cite this article as: Choi, M.J et al., Performance evaluation of the use of tire-derived fuel fly ash as mineral filler in hot mix asphalt concrete, Journal of Traffic and Transportation Engineering (English Edition), https://doi.org/10.1016/j.jtte.2019.05.004
8
J. Traffic Transp. Eng. (Engl. Ed.) xxxx; xxx (xxx): xxx
Table 5 e Dynamic stability results. Type of mineral filler Dynamic stability (cycle/mm)
Standard
Cement
TDF fly ash
Stone dust
Hydrated lime
750
3423
3932
5841
5279
resistance, has a value of 0.9, which was the highest TSR value among the mineral fillers used in this study. In the case of using TDF fly ash, the TSR value was higher than others. The cost of TDF fly ash is cheaper than the hydrated lime. It implies that the moisture resistance of the asphalt mixture can be improved due to usage of the TDF fly ash.
5.4.
Wheel tracking test
The wheel tracking test is a method to estimate rutting resistance through a laboratory experiment under actual pavement conditions. Also, the change of the rut depth due to the repeated running of the wheel is evaluated as the dynamic stability of the asphalt mixture. Fig. 11 shows the behavior of rut depth as elapsed time according to the types of mineral filler. Table 5 shows the results of dynamic stability as changed mineral fillers. The four mixtures used in this study satisfied all the standard values and the stone powder and hydrated lime showed high stability values. The lower dynamic stability of both TDF fly ash and cement is less than that of stone powder and hydrated lime. However, the total rut depth of TDF fly ash is less than both hydrated lime and cement as shown in Fig. 11. However, based on a statistical comparison, the pvalue, 0.354, from ANOVA test is greater than 0.05, which indicates that no significant differences exist among the changed filler materials. It should be noted that the rutting behavior is not different although the slight difference is shown in Fig. 11. The ANOVA test was conducted to indicate the significant differences exist among the four mineral filler materials.
5.5.
Stripping resistance
To evaluate the moisture susceptibility of the HMA, stripping susceptibility of the asphalt mixture is assessed visually based
Fig. 12 e Test result of striping resistance.
on the percentage of the retained coating on the aggregate. As shown in Fig. 12, the remained asphalt binder coating area of aggregate was enhanced according to increase the usage of the mineral filler. As explained in Fig. 12, the hydrated lime showed the best performance of the moisture susceptibility. Statistical analysis was conducted to determine if the difference found in the means are statistically significantly. ANOVA was used to test the differences among the four different mineral fillers. The differences among the four mineral fillers are significant because the p-value, 0.02, is less than the alpha level of 0.05. It is therefore considered that the bond ability of hydrated lime with asphalt was better than that of other mineral fillers, because the Blaine fineness of hydrated lime is about 16,300 cm2/g higher than that of the other mineral fillers. Stone dust showed the lowest binder coverage. The second moisture susceptibility resistance was TDF fly ash with usage 4%. It was significantly that the coating area was increased according to increase the amount of the mineral filler as seen in Fig. 12. It is possible that the TDF fly ash is to be help to resistance of moisture damage due to spherical particles.
6.
Summary and conclusions
The aim of this paper is an investigation of the possibility of using TDF fly ash as the mineral filler for an asphalt mixture. The various test results using TDF fly ash are analyzed with three other mineral fillers and the conclusions are drawn as follows. (1) TDF fly ash as a mineral filler was satisfied the Korea standards of KS F 3501. (2) The results indicated the optimum asphalt amount of slaked lime to be 5.0%, which is about 0.4% higher than when using other mineral fillers. This seems to be due to the high specific surface area (19,800 cm2/g) of hydrated lime. Therefore, it is suggested that the optimal asphalt amount is closely related to the specific surface area of the mineral filler. (3) The Marshall stability of the asphalt mixture using TDF fly ash was higher than the standard criteria. It means that the HMA using TDF fly ash is enough to support the traffic loading. (4) The result of the stripping resistance test by dynamic immersion showed that, as the amount of TDF fly ash added was increased, the degree of coating increased constantly by about 30%. It is therefore suggested that the peeling resistance was improved by the exertion of a uniform bonding force between the asphalt and the aggregate by the spherical particles of the TDF fly ash. (5) The TSR value of the asphalt mixture using TDF fly ash was measured to be 0.82. This value is greater than that
Please cite this article as: Choi, M.J et al., Performance evaluation of the use of tire-derived fuel fly ash as mineral filler in hot mix asphalt concrete, Journal of Traffic and Transportation Engineering (English Edition), https://doi.org/10.1016/j.jtte.2019.05.004
J. Traffic Transp. Eng. (Engl. Ed.) xxxx; xxx (xxx): xxx
of stone powder (0.75) and cement (0.77). It implies that the TDF fly ash is effective to improve the moisture resistance. (6) The result of the dynamic stability of the asphalt mixture using TDF fly ash was 3932 cycle/mm, which satisfied the requirement of 750 cycles/mm specified in the MOLIT standards. However, based on statically analysis, there is no significant differences exist among the different filler.
Conflict of interest The authors do not have any conflict of interest with other entities or researchers.
Acknowledgement This study was conducted under a research project (Development of Eco-Friendly Pavements to Minimize Greenhouse Gas Emissions) funded by the Ministry of Land, Infrastructure and Transport and the Korea Agency for Infrastructure Technology Advancement (KAIA). The authors would like to thank the members of the research team, MOLIT, and KAIA for their guidance and support throughout the project.
references
Aboelkasim, D., Enieb, M., 2018. Investigating influence of mineral filler at asphalt mixture and mastic scales. International Journal of Pavement Research and Technology 11 (3), 213e224. Ahmed, H., Othman, A., Mahmoud, A., 2006. Effect of using waste cement dust as a mineral filler on the mechanical properties of hot mix asphalt. Assiut University Bulletin for Environmental Researches 9 (1), 51e60. Amelian, S., Abtani, S.M., Hejazi, S., 2014. Moisture susceptibility evaluation of asphalt mixes based on image analysis. Construction and Building Materials 63, 294e302. Asamany, E., Mark, D., Gibson, P., et al., 2015. Use of Scrap Tires as an Alternative Fuel Source at the Lafarge Cement Kiln. Lafarge Cement Inc., Brookfield. British Standard Institution (BSI), 2012. Bituminous Mixtures-Test Methods for Hot Mix Asphalt-Part 11: Determination of the Affinity Between Aggregate and Bitumen. BS EN 12697-11. BSI, Brussels. lar, G.A., 2007. Utilization of Industrial Waste Materials in Cag Highway Construction (Master thesis). Istanbul Technical University, Istanbul. Chandra, S., Choudhary, R., 2013. Performance characteristics of bituminous concrete with industrial waste as filler. Journal of Materials in Civil Engineering 25 (11), 1666e1673. Chen, M., Lin, J., Wu, J., et al., 2011. Utilization of recycled brick powder as alternative filler in asphalt mixture. Construction and Building Materials 25, 1532e1536. Choi, M., Lee, J., Kim, H., 2016. Evaluation of properties of asphalt concrete that uses TDF fly ash as mineral filler. International Journal of Highway Engineering 18 (4), 95e107.
9
Goh, S., You, Z., 2008. A preliminary study of the mechanical properties of asphalt mixture containing bottom ash. Canadian Journal of Civil Engineering 35, 1114e1119. Huang, B., Shu, X., Dong, Q., et al., 2010. Laboratory evaluation of moisture susceptibility of hot-mix asphalt containing cementitious fillers. Journal of Materials in Civil Engineering 22 (7), 667e673. Jony, H., Al-Rubaie, M.F., Jahad, I.Y., 2011. The effect of using glass power filler on hot asphalt concrete mixtures properties. Engineering and Technical Journal 29 (1), 44e57. Kallas, B.F., Puzinauskas, V.P., Krieger, H.C., 2019. Mineral Fillers in Asphalt Paving Mixtures. The Asphalt Institute, College Park. Kandhal, P.S., Lynn, C., Parker, F., 1998. Characterization tests for mineral fillers related to performance of asphalt paving mixtures. Transportation Research Record 1638, 101e110. Karas‚ahin, M., Terzi, S., 2007. Evaluation of marble dust in the mixture of asphaltic concrete. Construction and Building Materials 21 (3), 616e620. Korea Agency for Technology and Standard (KATS), 2012. Testing Method for Resistance of Compacted Asphalt Mixtures to Moisture Induced Damage. KS F 2398. KATS, Chung Cheongbuk-do. Korea Agency for Technology and Standard (KATS), 2013a. Mineral Filler for Asphalt Pavement. KS F 3501. KATS, Chung Cheongbuk-do. Korea Agency for Technology and Standard (KATS), 2013b. Standard Test Method for Indirect Tension of Asphalt Mixture. KS F 2382. KATS, Chung Cheongbuk-do. Lee, D., 1964. The Effect of Filler on Asphalt Cement Mastics (PhD thesis). Lowa State University, Ames. Likitlersuang, S., Chompoorat, T., 2016. Laboratory investigation of the performances of cement and fly ash modified asphalt concrete mixtures. International Journal of Pavement Research and Technology 9, 337e344. Little, D.N., Jones, D., 2003. Chemical and mechanical processes of moisture damage in hot-mix asphalt pavements. In: Moisture Sensitivity of Asphalt Pavements: A National Seminar. San Diego, 2003. Mahan, H.M., 2013. Influence of mineral filler-asphalt ratio on asphalt mixture performance. Journal of Babylon University Engineering Sciences 21 (4), 1213e1222. Mistry, R., Roy, T.K., 2016. Effect of using fly ash as alternative filler in hot mix asphalt. Perspectives in Science 8, 307e309. Modarres, A., Rahmanzadeh, M., 2014. Application of coal waste powder as filler in hot mix asphalt. Construction and Building Materials 66, 476e483. Modarres, A., Rahmanzadeh, M., Ayar, P., 2015. Effect of coal waste powder in hot mix asphalt compare to conventional fillers: mix mechanical properties and environmental impact. Journal of Cleaner Production 91, 262e268. Ministry of Land, Infrastructure and Transport (MOLIT), 2007. HoteMix Asphalt Paving Handbook 2000. MOLIT, Sejong-si. Ministry of Land, Infrastructure and Transport (MOLIT), 2015. Guide of Production and Construction of Asphalt Mixture in Korean. MOLIT, Sejong-si. Muniandy, R., Aburkaba, E., Hamid, H., et al., 2009. An initial investigation of the use of 203 local industrial wastes and by-products as mineral fillers in stone mastic asphalt pavement. ARPN Journal of Engineering and Sciences 4 (3), 54e64. Paul, B.J., 2006. Development of a New Test Procedure to Evaluate the Moisture Susceptibility of Hot Mix Asphalt (PhD thesis). Lowa State University, Ames. Pegg, M.J., Amyotte, P.R., Cumming, F.M., et al., 2007. An Assessment of the Use of Tires as an Alternative. Ministry of Environment and Labour, Halifax.
Please cite this article as: Choi, M.J et al., Performance evaluation of the use of tire-derived fuel fly ash as mineral filler in hot mix asphalt concrete, Journal of Traffic and Transportation Engineering (English Edition), https://doi.org/10.1016/j.jtte.2019.05.004
10
J. Traffic Transp. Eng. (Engl. Ed.) xxxx; xxx (xxx): xxx
Roberts, F.L., Kandhal, P.S., Brown, E.R., et al., 1996. Hot Mix Asphalt Materials, Mixture Design, and Construction, second ed. National Asphalt Pavement Association, Lanham. Sadeeq, J.A., Kaura, J.M., Joshua, O., et al., 2014. Recycling of reclaimed asphalt pavement (RAP) with rice husk ash (RHA)/ ordinary Portland cement (OPC) blend as filler. Jordan Journal of Civil Engineering 8 (4), 473e481. Sadeghnejad, M., Arabani, M., Taghipoor, M., 2018. Predicting the impact of temperature and stress on the glasphalt mixtures' rutting behavior. International Journal of Pavement Research and Technology 11, 300e310. € ¨ z, B., Uz, V.E., 2013. Use of glass waste as mineral Saltan, M., Oksu filler in hot mix asphalt. Science and Engineering of Composite Materials 22 (3), 271e277. Sangiorgi, C., Tataranni, P., Mazzotta, F., et al., 2017. Alternatice fillers for the production of bituminous mixtures: a screening investigation on waste powders, coatings. Coatings 7 (6), 76e81. Sobolev, K., Flores, I., Bohler, J.D., et al., 2013. Application of fly ash in asphalt concrete: from challenges to opportunities. In: 2013 World of Coal Ash Conference, Leixngton, 2013. Tai Nguyen, H.T., Nhan Tran, T., 2018. Effects of crumb rubber content and curing time on the properties of asphalt concrete and stone mastic asphalt using dry process. International Journal of Pavement Research and Technology 11, 236e244. Tandon, V., Alam, M.M., Nazarian, S., et al., 1998. Significance of conditioning parameters affecting distinction of moisture susceptible asphalt concrete mixtures in the laboratory. Journal of the Association of Asphalt Paving Technologists 67, 334e353. Terrel, R.L., Al-Swailmi, S., 1994. Water Sensitivity of AsphaltAggregate Mixtures Test Development. SHRP-A-403. National Research Council, Washington DC. Terrel, R.L., Shute, W.J., 1989. Summary Report on Water Sensitivity. SHRP-A/IR-89-003. National Research Council, Washington DC. Uzun, I., Terzi, S., 2012. Evaluation of andesite waste as mineral filler in asphaltic concrete mixture. Construction and Building Materials 31, 284e288. Wang, H., Al-Qadi, I.L., Faheem, A.F., et al., 2011. Effect of mineral filler characteristics on asphalt mastic and mixture rutting potential. Transportation Research Record 33e39. Wasilewska, M., Małaszkiewicz, D., Ignatiuk, N., 2017. Evaluation of different mineral filler aggregates for asphalt mixtures. Materials Science and Engineering 245, 022042.
Min Ju Choi is a research engineer at BILTZONE Co., Ltd. in South Korea. He is conducting development pavement repair materials. He received master of science in the Department of Civil Engineering at the Chonbuk National University in 2017.
Yong Joo Kim is a senior researcher at the Korea Institute of Civil Engineering and Building Technology (KICT) in South Korea. He worked at Iowa Department of Transportation (DOT) and the University of Iowa in United States. He received a PhD in the Department of Civil and Environmental Engineering at the University of Iowa, USA, in 2007. He is conducting the several research projects involving such as warm-mix asphalt technology, hot in-place recycling, cold recycling technology, pavement management system, and QC/QA program. He is currently serving as a member of International Society for Asphalt Pavements (ISAP) technical committee and the highway pavement committee of American Society of Civil Engineering (ASCE).
Hyeok Jung Kim is a chair professor at Hankyong National University in South Korea. He is actively working as the head of a research group at development and demonstration research of reduction technology for road fine dust supported by the R&D of the Ministry of Land, Infrastructure and Transport (MOLIT). In 2010, he earned his PhD degree from Chonbuk National University with his thesis on “a study on the development of functional concrete using permeating agents and photocatalyst”. After that, he had been carried out the development of the construction materials and asphalt additives for roads at the R&D Center of the Kumho Petrochemical from 2010 to 2017. Currently, he is conducting the application and the commercialization of photocatalyst (TiO2) as an eco-friendly construction materials.
Jae Jun Lee is an associate professor at Department of Civil Engineering in Chonbuk National University in South Korea. He worked at the Korea Institute of Civil Engineering and Building Technology (KICT). He received a PhD in the Department of Civil and Environmental Engineering at the North Carolina State University, USA, in 2008. He is conducting the several research projects involving such as warm-mix asphalt technology, hot in-place recycling, cold recycling technology, pavement management system, and QC/QA program. He is currently serving as a member of Korea Society of Road Engineering (KSRE) and Korea Society of Civil Engineering (KSCE).
Please cite this article as: Choi, M.J et al., Performance evaluation of the use of tire-derived fuel fly ash as mineral filler in hot mix asphalt concrete, Journal of Traffic and Transportation Engineering (English Edition), https://doi.org/10.1016/j.jtte.2019.05.004
Available online at www.sciencedirect.com
ScienceDirect journal homepage: www.keaipublishing.com/jtte
Original Research Paper
Performance evaluation of the use of tire-derived fuel fly ash as mineral filler in hot mix asphalt concrete Min Ju Choi a, Yong Joo Kim b, Hyeok Jung Kim c, Jae Jun Lee d,* a
BILTZONE Co., Ltd., Hwaseong 18514, South Korea Korea Institute of Civil Engineering and Building Technology, Goyang-Si 10223, South Korea c Industry-Academic Cooperation Foundation Center, Hankyong National University, Anseong-si 17579, South Korea d Department of Civil Engineering, Chonbuk National University, Jeonju 54896, South Korea b
highlights The TDF fly ash was proper to alternative filler for asphalt mixture. The TDF fly ash improved the moisture susceptibility.
article info
abstract
Article history:
According to deplete natural resources and need to protect the environment, the demand
Received 21 February 2018
of a usage of waste material has significantly increased. Many studies are currently being
Received in revised form
carried out on the development of innovative and environmentally friendly materials for
4 April 2019
securing the safety of road users and improving the performance and durability of roads.
Accepted 6 May 2019
For example, studies are currently being conducted on the use of waste tires as a substitute
Available online xxx
for currently used fuels. Since the development of the automobile industry, the amount of waste tire has continuously increased in accordance with the increased vehicle numbers.
Keywords:
Tire-derived fuel (TDF) has been used as a fuel source with generated TDF fly ash. Mineral
Asphalt mixture
filler, made of fine mineral particles of a physical size passing the number 200 standard
TDF fly ash
mesh sieve (75 micron), plays an important role in asphalt mixtures properties. This paper
Marshal stability
presents an application of TDF fly ash as filler in hot mix asphalt (HMA). In this study, the
Moisture sensitive
performance of TDF fly ash was confirmed through a comparison with three other mineral
TSR
fillers: stone dust, cement, and hydrated lime. Various tests including Marshall stability test, moisture sensitivity test, dynamic immersion test, and a wheel tracking test were performed to investigate the difference in the behaviors of the samples with different parameters considered in this study. The results show that the mechanical performance of hot mix asphalt using TDF fly ash satisfied the quality standard specification of the Ministry of Land, Infrastructure and Transport (MOLIT), Korea. It can be concluded that the use of TDF fly ash as a mineral filler in HMA not only satisfied the mechanical properties, but also reduced the volume of the pollutants waste in the environment.
* Corresponding author. Tel.: þ82 10 4163 3445, fax: þ82 63 270 2427. E-mail addresses: [email protected] (M.J. Choi), [email protected] (Y.J. Kim), [email protected] (H.J. Kim), lee2012@jbnu. ac.kr (J.J. Lee). Peer review under responsibility of Periodical Offices of Chang'an University. https://doi.org/10.1016/j.jtte.2019.05.004 2095-7564/© 2019 Periodical Offices of Chang'an University. Publishing services by Elsevier B.V. on behalf of Owner. This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/).
Please cite this article as: Choi, M.J et al., Performance evaluation of the use of tire-derived fuel fly ash as mineral filler in hot mix asphalt concrete, Journal of Traffic and Transportation Engineering (English Edition), https://doi.org/10.1016/j.jtte.2019.05.004
2
J. Traffic Transp. Eng. (Engl. Ed.) xxxx; xxx (xxx): xxx
© 2019 Periodical Offices of Chang'an University. Publishing services by Elsevier B.V. on behalf of Owner. This is an open access article under the CC BY-NC-ND license (http:// creativecommons.org/licenses/by-nc-nd/4.0/).
1.
Introduction
National highway in Korea was covered with asphalt pavement. Now, strategy of government for national highway was changed from construction to maintenance. Thus, the government is interested in quality control to extend pavement service life and save maintenance budget. According to increase the number of vehicles and climate change, the higher quality and quality assurance in pavement policy is required. The government is to provide safe, durable and smooth pavement that is capable of carrying anticipated traffic loads. To accomplish this objective, many researchers were dedicated to select paving materials that could reduce the distress and improve the general performance of asphalt pavement (Modarres and Rahmanzadeh, 2014; Saltan et al., 2013). Therefore, many researchers are being carried out the development of innovative and environmentally friendly materials for improving the performance and durability of roads. For example, studies are being conducted on the use of waste tires as substitutes for current fuels. Since the development of the automobile industry, the amount of waste tire has continuously increased in accordance with the increased production of tires. Therefore, waste should be properly handled according to the increase in the annual generation of tirederived fuel (TDF) fly ash. When used as a fuel source, resources are saved and recycled. If this TDF fly ash is used as a mineral filler for road pavement, it is expected to reduce the costs associated with landfill disposal, recycling of industrial by-products, and the environmental burden. In this study, TDF fly ash was used as a mineral filler in asphalt mixture, a technique that has not been properly utilized thus far. The research team was adopted various test methods such as Marshall stability and indirect tensile strength etc. to investigate the effect of TDF fly ash as filler material in asphalt paving material based on both the Korean Standard (KS), KS F3501 (Korean asphalt mixture mineral filler) and the Guide of Production and Construction of Asphalt mixture in Korean (KATS, 2013a; MOLIT, 2015).
2.
Literature review
2.1.
Status of the use of overseas waste tire
One of methods to recycle waste tire is mixed with coal or other fuel to be burned in power plants or concrete kilns. More than 7500 tons of waste tires was recycled with tire-derived fuel in the Nova Scotia area. The generated waste tires were used as an auxiliary fuel in the cement plant in 2005 (Pegg et al., 2007). In a study investigating the environmental impact and potential danger of using TDF as an auxiliary
fuel, Pegg et al. (2007) found that the CO2 emissions tended to increase slightly, but SO2 and NOx did not have a significant influence. A slight reduction of gaseous emissions is expected for 30% equivalent heat replacement of coalcoke with TDF, with corresponding decrease in gaseous combustion products: 21%, 1%, and 23% decrease in fuel SO2 and fuel NOx emissions respectively (Asamany et al., 2015). In Europe, the amount of waste tire used for highway pavement is only 1% of the total waste tire use. This means that only slightly more than 0.25% of waste tires generated in Europe are recycled. In the case of the US, in 1991, a request was made by a research team to use rubber asphalt utilizing waste tires in construction projects conducted using federal funds; however, the request was withdrawn five years later due to the environmental impact and risk. However, in some states, rubber asphalt is used for highway projects, while studies on the influence on the environment and health have advanced. The US National Institute for Occupational Safety and Health (NIOSH) concluded that the dust generated from rubber asphalt did not exceed the exposure limits set by the health and safety regulations. Although the components of exhaust gas and dust could be altered, these substances were only generated by asphalt, and were not generated by rubber when using waste tires.
2.2.
Definition of TDF fly ash
Tire-derived fuel (TDF) is composed of shredded scrap tires and may be efficiently mixed with other fuel materials such as coal or wood for concrete kilns or power plants. Fig. 1 shows the process of generating TDF fly ash. The dust is then collected from the boiler and filtered through the bag filter, and TDF fly ash is finally produced. Because TDF is an environmentally friendly and renewable energy solid fuel, it is used as a raw material source produced in several thermally combined plants in South Korea and overseas. Until recently, the use of TDF has gradually increased due to the increase of recycle waste tire. Therefore, the amount of TDF fly ash generated has also increased, and the TDF fly ash has thus far been classified as waste and transported to landfill because no environmentally friendly treatment
Fig. 1 e Process of TDF fly ash generation.
Please cite this article as: Choi, M.J et al., Performance evaluation of the use of tire-derived fuel fly ash as mineral filler in hot mix asphalt concrete, Journal of Traffic and Transportation Engineering (English Edition), https://doi.org/10.1016/j.jtte.2019.05.004
J. Traffic Transp. Eng. (Engl. Ed.) xxxx; xxx (xxx): xxx
method has been developed and no related standards on TDF fly ash recycling have been devised. However, according to the amendment of the lower statute of the Ministry of Environment's “Waste Administration Law”, TDF fly ash can be recycled. Despite the increase in the amount of TDF fly ash generated, it has not been appropriately utilized and, in Korea, it is currently dumped as landfilled waste (Choi et al., 2016). The results of the TDF fly ash waste treatment test are shown in Table 1. These results confirmed that the harmful substances in the TDF fly ash don't detect. It implies that various usage of TDF fly ash is able to show in the future.
2.3.
Usage of waste materials for mineral filler
Many researchers have investigated the performance of waste materials used as replacement of conventional mineral filler in asphalt mixture. Because of the lack and limitation of available natural resources, it is important to find alternative materials. Recycling of waste materials is not only economically feasible but also an environmentally friendly option lar, 2007; Karasahin and Terzi, 2007; (Ahmed et al., 2006; Cag Muniandy et al., 2009; Saltan et al., 2013; Sangiorgi et al., 2017). The recycled materials in construction was increased because of the lack and limitation of available natural resources. Lots of industrial waste products have been carried out on the use of different recycled materials in substitution of conventional fillers in asphalt concretes (Uzun and Terzi, 2012). Mistry and Roy (2016) evaluated the effect of using fly ash (FA) (a mineral by-product of coal ignition in thermal power plants) in asphalt mixture as a replacement of the commonly used filler. Their experimental results showed a higher stability value with lower optimum binder content for a mixture having 4% FA, which was the optimum filler content compared with conventional mix and standard specification. Their study demonstrated the possibility of FA as an alternative filler instead of 2% hydrated lime (HL) in HMA, while satisfying the standard specification. In a study by Sobolev et al. (2013), the use of fly ash in asphalt mixture was reported to improve the performance of the asphalt binders at comparable levels to the polymer modification. The addition of fly ash enhanced the thermal relaxation according to the enhanced resistance to thermal cracking and the ability to relieve internal thermal stress build-up during the winter season. The fly ash could be used to reduce the amount of asphalt binder needed for the required performance. Jony et al. (2011) investigated the effect of using waste glass powder as mineral filler on the Marshall properties of hot asphalt concrete mixtures in response to a lack of wide experimentation on the use of waste glass as filler in hot mix asphalt. The results demonstrated the feasibility of using glass powder as filler in HMA with an optimum glass powder content of 7%. Sadeeq et al. (2014) conducted an experimental investigation on the use of rice husk ash (RHA) as filler to replace ordinary portland cement (OPC) in
Table 1 e Test result of waste treatment. Substance Result
Pb
Cu
As
Hg
C2N2
Undetected
Cr6þ
Cd
Oil
3
reclaimed asphalt pavement (RAP). Marshall stability tests were performed on various mixes to investigate the pavement performance. An optimum value of 25% RHA filler replacement for OPC was obtained. Indirect tensile strength test results indicated that the use of RHA as a filler contributes more to crack resistance of recycled asphalt pavement than OPC filler. Coal waste is a by-product produced in coal washing plants. The accumulation of coal waste in nature causes several ecological and environmental problems. In a study by Modarres and Rahmanzadeh (2014) and Modarres et al. (2015), the main objective was to investigate the applicability of coal waste powder and its ash produced as fillers in hot mix asphalt (HMA) compared to the conventional fillers. The use of recycled brick powder as a replacement of mineral filler in asphalt mixture was carried out by Chen et al. (2011) to determine the performance of two mixtures using recycled brick powder and limestone filler. The asphalt properties were evaluated using indirect tensile tests, static and dynamic creep tests, water sensitivity tests, and fatigue tests. The mixtures prepared with recycled brick powder were shown to have better mechanical properties than the mixtures prepared with limestone filler. Thus, it is promising to use recycled brick powder as a mineral filler in asphalt mixture. Goh and You (2008) conducted the rutting performance of asphalt mixtures with bottom ash in the aggregate according to the flow number and dynamic modulus tests. The asphalt mixture containing bottom ash increased the optimum asphalt binder contents significantly and showed a slightly higher rut depth. In order to solve this problem, the absorption value of bottom ash was tested before the usage. Also, the use of lime for the bottom ash mixture could be used to increase the rutting resistance. The effect on optimum bitumen content (OBC) of filler type and filler content not only depends on the fineness of the filler but it is also controlled by the Rigden voids of the filler. Static creep tests and wheel-tracking tests conducted on various mixes indicate better performance of a mix when these wastes are used as filler. Mixes with fly ash, granite dust, and marble dust have almost 40% more life in rutting when compared with conventional stone dust filler. The fatigue life of a mix with marble dust is 50%e70% higher than that of a mix with conventional stone dust. In the case of fly ash filler, the fatigue life is approximately 30% higher than conventional stone dust filler. Mistry and Roy (2016) investigated the effect of using fly ash in asphalt mixture instead of common mineral filler. Samples were fabricated with different bitumen content (3.5%e6.5% at 0.5% increments) by using 2% hydrated lime in control mix as well as various percentage of fly ash ranging from 2% to 8%. The optimum bitumen content (OBC) was determined based on Marshall mix design. This study results founded higher stability value with lower OBC for the mixture having 4% FA as optimum filler content in comparison with conventional mix and standard specification. From this study, the Fly ash was proper to alternative filler instead of hydrated lime in asphalt concrete mix by satisfying the standard specification. Tai Nguyen and Nhan Tran (2018) have studied the effects of crumb rubber on the mechanical properties, especially the rutting
Please cite this article as: Choi, M.J et al., Performance evaluation of the use of tire-derived fuel fly ash as mineral filler in hot mix asphalt concrete, Journal of Traffic and Transportation Engineering (English Edition), https://doi.org/10.1016/j.jtte.2019.05.004
4
J. Traffic Transp. Eng. (Engl. Ed.) xxxx; xxx (xxx): xxx
resistance, of crumb rubber modified asphalt concrete and stone mastic asphalt (SMA) as function of the content of additive and the curing time. The size of used crumb rubber ranges from 0 to 2.36 mm, which was not too coarse for promoting the crumb rubberebitumen interaction and not too fine for facilitating the production of crumb rubber. The optimal content of crumb rubber was 1.5%e2%, while the optimal curing time that contributed to the maximal increase in the mechanical characteristics of both mixtures could not be determined. For the high temperature, the longer the asphalt mixture was maintained for the better the performance of mixture. Also, aging was influenced on the performance of asphalt mixtures. Likitlersuang and Chompoorat (2016) investigated the influence of filler materials on volumetric and mechanical performances of asphalt concrete. Both cement and fly ash was used for filler material instead of common filler following the Marshall mix design method. Various cement and fly ash contents was adopted. In order to investigate the asphalt concrete mixture as function of filler types, the indirect tensile test, the resilient modulus test and the dynamic creep test were conducted. Both cement and fly ash were beneficial in terms of enhanced strength, stiffness and stripping resistance of asphalt mixture. In addition, the combined use of cement and fly ash can enhance rutting resistance at wet and high temperature conditions (Huang et al., 2010). 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. Sadeghnejad et al. (2018), has investigated the optimal use of waste glass in hot mix asphalt mixtures to increase strength. The aim of this study was to estimate the impact of temperature and stress on the glasphalt mixture rutting behavior with ABAQUS software. The results of this study showed that the presented models were well able to predict the rutting of glasphalt mixtures at different temperatures and stresses. Also the results of models showed that the waste glass powder was able to improve the performance of asphalt mixtures against permanent deformation significantly.
3.
Mineral filler
Mineral fillers are part of the aggregate skeleton of the pavement and play an important role in asphalt mixtures because they fill voids in paving mix and improve the cohesion of asphalt binder (Kandhal et al., 1998; Wasilewska et al., 2017). They provide contact points between individual particles and, therefore, are generally considered to perform the same function as the coarser particles in resisting stresses imposed on the pavement (Kallas et al., 2019). The mineral filler in asphalt mixture offers for the durability of the asphalt mixtures in the case of water action due to its physical characteristics, reducing the porosity of the granular structure and thereby making the access of water and air difficult Mahan (2013). Aboelkasim and Enieb (2018) founded the mechanical properties of the asphalt mixtures were strongly dictated to the type and amount of the mineral filler. Also, the influence of mineral filler at the mastic scale
also was verified with the aid of penetration and softening point tests, confirming the agreement between mixture and mastic results. The physical properties of mastics are strongly dependent on type and concentration of the mineral filler. Wang et al. (2011) analyzed the effect of mineral filler properties on asphalt mastic and the rutting potential of asphaltic mixture. The characteristic of mineral filler properties were investigated with four tests: Rigden voids, fineness modulus, calcium oxide content, and methylene blue value. The asphalt mastic performance was significantly affected by the fractional voids in the filler and possibly by the Calcium Oxide content and fineness modulus. The SBS (styrene butadiene styrene) modified binder showed the strongest effect as a result of the mineral filler inclusion when tested as mastic. On the other hand, Rigden voids and calcium oxide content showed relatively greater correlation with the mixture rutting potential, as compared with other filler properties. Rigden void, more pronounced for the coarse mixture than for the fine mixture, improved the prediction models for dynamic modulus and flow number. The mineral filler must be powder or another suitable mineral substance such as limestone powder, hydrated lime, and dust, etc. It is specified in KS F 3501 (KATS, 2013a, b) that, when using these substances as mineral fillers, they must not contain harmful substances such as dust, mud, organic matter, or bulky particles. The purpose of using these materials in asphalt mixtures is to assist the arrangement of aggregates to increase the stability and strength of the aggregate within the mixture, as the mineral filler combines with the asphalt. As shown in Fig. 2, the role of the mineral filler is to help improve workability by acting as a roller. The most of the other important properties of filler such as specific surface area, voids, void diameter, degree of compaction, and bulk density as found by many other investigators, were directly or indirectly related to particle size (Lee, 1964). It also affects the properties of asphalt mixtures, depending on the characteristics inherent in the mineral filler. The mineral filler is also important as its function and role differ from those of the aggregate in the asphalt mixture. The increasing filler content increases the brittleness and tendency to crack in performance because of the increased thickness of the asphalt film of the asphalt mixture (Goh and You, 2008).
Fig. 2 e Role of mineral filler in the interior of the asphalt mixture.
Please cite this article as: Choi, M.J et al., Performance evaluation of the use of tire-derived fuel fly ash as mineral filler in hot mix asphalt concrete, Journal of Traffic and Transportation Engineering (English Edition), https://doi.org/10.1016/j.jtte.2019.05.004
J. Traffic Transp. Eng. (Engl. Ed.) xxxx; xxx (xxx): xxx
3.1.
TDF fly ash
The TDF fly ash used in this study is a black powder as shown in Fig. 3. The results of the scanning electron microscope (SEM) analysis of the TDF fly ash shown in Fig. 4 confirm that the particle shape is generally large and rectangular and the particle size varies. Table 2 shows the chemical composition of the TDF fly ash, indicating that the chemical components of CaO and SiO2 comprise the largest proportion. When the CaO component reacts with pore water, Ca(OH)2 and Ca2þ ions are generated. This component then reacts with the silicate and aluminate of the TDF fly ash component to form a hydrate. It is expected that the TDF fly ash will have a positive effect on moisture resistance.
3.2.
Asphalt binder
The asphalt binder produced by one of Korea petroleum companies was PG 64-22 that commonly used in asphalt pavement construction in Korea.
3.3.
Aggregate
Granite aggregate is adopted which contains less than 10% flat and elongated particles and is typically used for asphalt pavement in Korea. Fig. 5 shows the aggregate gradation for a 19 mm hot mix asphalt mixture.
4.
Testing methods
4.1.
Marshall stability test
Generally, the Marshall stability test is one of test methods to evaluate asphalt mixture's properties in Korea. It is evaluated the resistance of plastic flow with maximum load and measured the empirical physical properties of the asphalt mixture. The value of the flow refers to the total vertical displacement until the specimen reaches the maximum load. The specimen for this test was immersed in a water tank at 60 C for 30 min, the moisture in the sample surface was removed, and the load was then applied at a speed of 50.0 mm/min for load measurement.
4.2.
5
Moisture sensitive test
Environmental factors such as temperature, air and water have deleterious effects on the durability of HMA (Tandon
Fig. 4 e Particle conformation of TDF fly ash (SEM). et al., 1998; Terrel and Al-Swailmi, 1994; Terrel and Shute, 1989). According to Little and Jones (2003), moisture damage is defined as the loss of strength and durability in asphalt mixtures due to the effects of moisture. Moisture can damage the HMA in the following two ways: 1) loss of bond between the asphalt cement or mastic and the fine and coarse aggregate and 2) weakening of the mastic due to the presence of moisture. Six contributing factors have been attributed to causing moisture damage in HMA: detachment, displacement, spontaneous emulsification, pore-pressure induced damage, hydraulic scour, and environmental effects (Amelian et al., 2014; Little and Jones, 2003; Roberts et al., 1996). The strength and stability of asphalt mixtures are reduced after submerge into water. Moisture is one of main factors to create pavement distress because the moisture in the asphalt pavement causes the loss of adhesion between aggregate and asphalt mastic. In addition, the cohesion and bond strength loss of the asphalt mastic caused various distress such as raveling, striping and fatigue cracks (Chandra and Choudhary, 2013; Paul, 2006). In this study, a tensile strength ratio test was conducted in accordance with the humidity resistance evaluation method as specified in KS F 2398. The value of the indirect tensile strength in the dry state and the value of the indirect tensile strength after the moisture treatment are measured (KATS, 2012). The ratio between these values is then determined as the moisture resistance; that is, the tensile strength ratio (TSR). The TSR was then calculated from Eq. (1). TSR ¼
(1)
where S1 is the value of ITS after moisture treatment, S2 is the value of dry state of ITS.
4.3.
Fig. 3 e TDF fly ash.
S1 S2
Dynamic immersion test
One of distresses is stripping which caused by loss of bond between aggregate and asphalt binder. The dynamic immersion test was specified in the standard of EN 12697-11 (BSI, 2012) for evaluating the adhesion strength between aggregate and asphalt in a water immersion state. Figs. 6 and 7 show the dynamic water immersion glass bottle specified by the EN 12697-11 standard and testing equipment (KATS, 2013b). Fig. 8 shows the method specified in EN 12697-11 for judging the degree of coating with the naked
Please cite this article as: Choi, M.J et al., Performance evaluation of the use of tire-derived fuel fly ash as mineral filler in hot mix asphalt concrete, Journal of Traffic and Transportation Engineering (English Edition), https://doi.org/10.1016/j.jtte.2019.05.004
6
J. Traffic Transp. Eng. (Engl. Ed.) xxxx; xxx (xxx): xxx
Table 2 e Chemical composition of TDF fly ash. Type of mineral filler
TDF fly ash
Chemical composition SiO2
Al2O3
CaO
Fe2O3
Na2O
K2O
C
25.40
4.03
36.40
5.59
0.57
0.76
3.21
Fig. 5 e Aggregate gradation. eye. Thus, the degree of coating was evaluated by varying the amount added by 0e4% as function of filler types (KATS, 2013b). For dynamic immersion test, 600 g of aggregate passing the 10 mm sieve and retained on the 6.3 mm sieve (6/10 mm fraction) was mixed with asphalt binder at 160 C. The detailed sample preparation is described at the EN 12697-11.
4.4.
Fig. 7 e Dynamic water immersion test equipment.
Wheel tracking test
Traffic loads causes internal stresses in asphalt pavement structures. In summer, when the deformation of asphalt pavement occurs most often, the temperature of the surface layer increases as it absorbs the heat from the sun. Then, when the asphalt becomes loose and receives the traffic load, plastic deformation called a rutting or a dent phenomenon Fig. 8 e Coverage guidelines.
Fig. 6 e Glass bottle for dynamic water immersion test.
Fig. 9 e Wheel tracking equipment.
Please cite this article as: Choi, M.J et al., Performance evaluation of the use of tire-derived fuel fly ash as mineral filler in hot mix asphalt concrete, Journal of Traffic and Transportation Engineering (English Edition), https://doi.org/10.1016/j.jtte.2019.05.004
7
J. Traffic Transp. Eng. (Engl. Ed.) xxxx; xxx (xxx): xxx
Table 3 e Comparisons of particle sizes according to the type of mineral filler. Sieve size (mm)
0.6 0.3 0.15 0.08
Passing percentage (%) Standard specification
Cement
Stone dust
Hydrated lime
TDF fly ash
100 95 90 70
100 100 94 81
100 100 93 78
100 100 95 76
100.0 100.0 95.5 73.5
will occur, which causes tire marks along the traveling direction of the vehicle. This particularly occurs at intersections where the vehicle gradually slows down and/or stops. In order to predict these plastic deformations, the wheel tracking test is typically used to predict the potential for rutting in the field. Since this is a simple test method, it is possible to compare mixtures corresponding to the settling depth, and the deformation of the packing surface layer can be copied. In this research, the dynamic stability and the deformation amount were measured using the equipment shown in Fig. 9 according to the KS F 2374 standard. The plastic deformation resistance of the mixture was then determined through repeated running of the wheel load (BSI, 2012). The dynamic stability and the total deformation are measured. The dynamic stability necessary for evaluating the resistance of plastic deformation is calculated through the following Eq. (2). Dynamic stability ðDSÞ ¼
Number of passes 15C ¼ Deformation amount ðD60 D45 Þ (2)
where C is the loading speed (42 cycle/min), D45 is the deformation amount during 45 min (mm), D60 is the deformation amount during 60 min (mm).
5.
Analysis of test results
5.1.
Comparisons of particle size as mineral filler
Since the particle size distribution, particle conformation, and specific surface area are varied for each mineral filler, the properties of the asphalt mixture can be determined
Fig. 10 e Marshall stability result as function of type of mineral filler.
differently according to the characteristics of the mineral filler. Table 3 shows the results of the particle size analysis of the mineral filler used in this study, showing that TDF fly ash satisfies the mineral filler particle size criteria specified in KS F 3501.
5.2.
Marshall stability
Fig. 10 shows measured Marshall stability as function of mineral filler types. The criteria of the Marshall stability is 7500 N. The asphalt mixture has to be production and construction guidelines of asphalt mixture published by MOLIT, the minimum standard Marshall stability is set at 7500 N. As shown in Fig. 10, the results confirmed that the Marshall stability of each of the four types of mineral filler including TDF fly ash satisfies this minimum standard (7500 N) (MOLIT, 2007).
5.3.
Moisture resistance
Tensile strength ratio (TSR) is used to evaluate its moisture resistance according to the type of mineral filler. For the measurement, a specimen is prepared, of which the air void of the asphalt mixture is 7% ± 0.5%. The value of TSR is calculated using Eq. (1). As shown in Table 4, the TDF fly ash and Hydrated lime satisfy the standard TSR value. The hydrated lime, which is widely used for improving moisture
Table 4 e TSR test results. Type of mineral filler Cement TDF fly ash Stone dust Hydrated lime
Standard
Value of test
MOLIT (more than 0.8)
0.77 0.82 0.75 0.90
Fig. 11 e Change of rut depth over time deformation.
Please cite this article as: Choi, M.J et al., Performance evaluation of the use of tire-derived fuel fly ash as mineral filler in hot mix asphalt concrete, Journal of Traffic and Transportation Engineering (English Edition), https://doi.org/10.1016/j.jtte.2019.05.004
8
J. Traffic Transp. Eng. (Engl. Ed.) xxxx; xxx (xxx): xxx
Table 5 e Dynamic stability results. Type of mineral filler Dynamic stability (cycle/mm)
Standard
Cement
TDF fly ash
Stone dust
Hydrated lime
750
3423
3932
5841
5279
resistance, has a value of 0.9, which was the highest TSR value among the mineral fillers used in this study. In the case of using TDF fly ash, the TSR value was higher than others. The cost of TDF fly ash is cheaper than the hydrated lime. It implies that the moisture resistance of the asphalt mixture can be improved due to usage of the TDF fly ash.
5.4.
Wheel tracking test
The wheel tracking test is a method to estimate rutting resistance through a laboratory experiment under actual pavement conditions. Also, the change of the rut depth due to the repeated running of the wheel is evaluated as the dynamic stability of the asphalt mixture. Fig. 11 shows the behavior of rut depth as elapsed time according to the types of mineral filler. Table 5 shows the results of dynamic stability as changed mineral fillers. The four mixtures used in this study satisfied all the standard values and the stone powder and hydrated lime showed high stability values. The lower dynamic stability of both TDF fly ash and cement is less than that of stone powder and hydrated lime. However, the total rut depth of TDF fly ash is less than both hydrated lime and cement as shown in Fig. 11. However, based on a statistical comparison, the pvalue, 0.354, from ANOVA test is greater than 0.05, which indicates that no significant differences exist among the changed filler materials. It should be noted that the rutting behavior is not different although the slight difference is shown in Fig. 11. The ANOVA test was conducted to indicate the significant differences exist among the four mineral filler materials.
5.5.
Stripping resistance
To evaluate the moisture susceptibility of the HMA, stripping susceptibility of the asphalt mixture is assessed visually based
Fig. 12 e Test result of striping resistance.
on the percentage of the retained coating on the aggregate. As shown in Fig. 12, the remained asphalt binder coating area of aggregate was enhanced according to increase the usage of the mineral filler. As explained in Fig. 12, the hydrated lime showed the best performance of the moisture susceptibility. Statistical analysis was conducted to determine if the difference found in the means are statistically significantly. ANOVA was used to test the differences among the four different mineral fillers. The differences among the four mineral fillers are significant because the p-value, 0.02, is less than the alpha level of 0.05. It is therefore considered that the bond ability of hydrated lime with asphalt was better than that of other mineral fillers, because the Blaine fineness of hydrated lime is about 16,300 cm2/g higher than that of the other mineral fillers. Stone dust showed the lowest binder coverage. The second moisture susceptibility resistance was TDF fly ash with usage 4%. It was significantly that the coating area was increased according to increase the amount of the mineral filler as seen in Fig. 12. It is possible that the TDF fly ash is to be help to resistance of moisture damage due to spherical particles.
6.
Summary and conclusions
The aim of this paper is an investigation of the possibility of using TDF fly ash as the mineral filler for an asphalt mixture. The various test results using TDF fly ash are analyzed with three other mineral fillers and the conclusions are drawn as follows. (1) TDF fly ash as a mineral filler was satisfied the Korea standards of KS F 3501. (2) The results indicated the optimum asphalt amount of slaked lime to be 5.0%, which is about 0.4% higher than when using other mineral fillers. This seems to be due to the high specific surface area (19,800 cm2/g) of hydrated lime. Therefore, it is suggested that the optimal asphalt amount is closely related to the specific surface area of the mineral filler. (3) The Marshall stability of the asphalt mixture using TDF fly ash was higher than the standard criteria. It means that the HMA using TDF fly ash is enough to support the traffic loading. (4) The result of the stripping resistance test by dynamic immersion showed that, as the amount of TDF fly ash added was increased, the degree of coating increased constantly by about 30%. It is therefore suggested that the peeling resistance was improved by the exertion of a uniform bonding force between the asphalt and the aggregate by the spherical particles of the TDF fly ash. (5) The TSR value of the asphalt mixture using TDF fly ash was measured to be 0.82. This value is greater than that
Please cite this article as: Choi, M.J et al., Performance evaluation of the use of tire-derived fuel fly ash as mineral filler in hot mix asphalt concrete, Journal of Traffic and Transportation Engineering (English Edition), https://doi.org/10.1016/j.jtte.2019.05.004
J. Traffic Transp. Eng. (Engl. Ed.) xxxx; xxx (xxx): xxx
of stone powder (0.75) and cement (0.77). It implies that the TDF fly ash is effective to improve the moisture resistance. (6) The result of the dynamic stability of the asphalt mixture using TDF fly ash was 3932 cycle/mm, which satisfied the requirement of 750 cycles/mm specified in the MOLIT standards. However, based on statically analysis, there is no significant differences exist among the different filler.
Conflict of interest The authors do not have any conflict of interest with other entities or researchers.
Acknowledgement This study was conducted under a research project (Development of Eco-Friendly Pavements to Minimize Greenhouse Gas Emissions) funded by the Ministry of Land, Infrastructure and Transport and the Korea Agency for Infrastructure Technology Advancement (KAIA). The authors would like to thank the members of the research team, MOLIT, and KAIA for their guidance and support throughout the project.
references
Aboelkasim, D., Enieb, M., 2018. Investigating influence of mineral filler at asphalt mixture and mastic scales. International Journal of Pavement Research and Technology 11 (3), 213e224. Ahmed, H., Othman, A., Mahmoud, A., 2006. Effect of using waste cement dust as a mineral filler on the mechanical properties of hot mix asphalt. Assiut University Bulletin for Environmental Researches 9 (1), 51e60. Amelian, S., Abtani, S.M., Hejazi, S., 2014. Moisture susceptibility evaluation of asphalt mixes based on image analysis. Construction and Building Materials 63, 294e302. Asamany, E., Mark, D., Gibson, P., et al., 2015. Use of Scrap Tires as an Alternative Fuel Source at the Lafarge Cement Kiln. Lafarge Cement Inc., Brookfield. British Standard Institution (BSI), 2012. Bituminous Mixtures-Test Methods for Hot Mix Asphalt-Part 11: Determination of the Affinity Between Aggregate and Bitumen. BS EN 12697-11. BSI, Brussels. lar, G.A., 2007. Utilization of Industrial Waste Materials in Cag Highway Construction (Master thesis). Istanbul Technical University, Istanbul. Chandra, S., Choudhary, R., 2013. Performance characteristics of bituminous concrete with industrial waste as filler. Journal of Materials in Civil Engineering 25 (11), 1666e1673. Chen, M., Lin, J., Wu, J., et al., 2011. Utilization of recycled brick powder as alternative filler in asphalt mixture. Construction and Building Materials 25, 1532e1536. Choi, M., Lee, J., Kim, H., 2016. Evaluation of properties of asphalt concrete that uses TDF fly ash as mineral filler. International Journal of Highway Engineering 18 (4), 95e107.
9
Goh, S., You, Z., 2008. A preliminary study of the mechanical properties of asphalt mixture containing bottom ash. Canadian Journal of Civil Engineering 35, 1114e1119. Huang, B., Shu, X., Dong, Q., et al., 2010. Laboratory evaluation of moisture susceptibility of hot-mix asphalt containing cementitious fillers. Journal of Materials in Civil Engineering 22 (7), 667e673. Jony, H., Al-Rubaie, M.F., Jahad, I.Y., 2011. The effect of using glass power filler on hot asphalt concrete mixtures properties. Engineering and Technical Journal 29 (1), 44e57. Kallas, B.F., Puzinauskas, V.P., Krieger, H.C., 2019. Mineral Fillers in Asphalt Paving Mixtures. The Asphalt Institute, College Park. Kandhal, P.S., Lynn, C., Parker, F., 1998. Characterization tests for mineral fillers related to performance of asphalt paving mixtures. Transportation Research Record 1638, 101e110. Karas‚ahin, M., Terzi, S., 2007. Evaluation of marble dust in the mixture of asphaltic concrete. Construction and Building Materials 21 (3), 616e620. Korea Agency for Technology and Standard (KATS), 2012. Testing Method for Resistance of Compacted Asphalt Mixtures to Moisture Induced Damage. KS F 2398. KATS, Chung Cheongbuk-do. Korea Agency for Technology and Standard (KATS), 2013a. Mineral Filler for Asphalt Pavement. KS F 3501. KATS, Chung Cheongbuk-do. Korea Agency for Technology and Standard (KATS), 2013b. Standard Test Method for Indirect Tension of Asphalt Mixture. KS F 2382. KATS, Chung Cheongbuk-do. Lee, D., 1964. The Effect of Filler on Asphalt Cement Mastics (PhD thesis). Lowa State University, Ames. Likitlersuang, S., Chompoorat, T., 2016. Laboratory investigation of the performances of cement and fly ash modified asphalt concrete mixtures. International Journal of Pavement Research and Technology 9, 337e344. Little, D.N., Jones, D., 2003. Chemical and mechanical processes of moisture damage in hot-mix asphalt pavements. In: Moisture Sensitivity of Asphalt Pavements: A National Seminar. San Diego, 2003. Mahan, H.M., 2013. Influence of mineral filler-asphalt ratio on asphalt mixture performance. Journal of Babylon University Engineering Sciences 21 (4), 1213e1222. Mistry, R., Roy, T.K., 2016. Effect of using fly ash as alternative filler in hot mix asphalt. Perspectives in Science 8, 307e309. Modarres, A., Rahmanzadeh, M., 2014. Application of coal waste powder as filler in hot mix asphalt. Construction and Building Materials 66, 476e483. Modarres, A., Rahmanzadeh, M., Ayar, P., 2015. Effect of coal waste powder in hot mix asphalt compare to conventional fillers: mix mechanical properties and environmental impact. Journal of Cleaner Production 91, 262e268. Ministry of Land, Infrastructure and Transport (MOLIT), 2007. HoteMix Asphalt Paving Handbook 2000. MOLIT, Sejong-si. Ministry of Land, Infrastructure and Transport (MOLIT), 2015. Guide of Production and Construction of Asphalt Mixture in Korean. MOLIT, Sejong-si. Muniandy, R., Aburkaba, E., Hamid, H., et al., 2009. An initial investigation of the use of 203 local industrial wastes and by-products as mineral fillers in stone mastic asphalt pavement. ARPN Journal of Engineering and Sciences 4 (3), 54e64. Paul, B.J., 2006. Development of a New Test Procedure to Evaluate the Moisture Susceptibility of Hot Mix Asphalt (PhD thesis). Lowa State University, Ames. Pegg, M.J., Amyotte, P.R., Cumming, F.M., et al., 2007. An Assessment of the Use of Tires as an Alternative. Ministry of Environment and Labour, Halifax.
Please cite this article as: Choi, M.J et al., Performance evaluation of the use of tire-derived fuel fly ash as mineral filler in hot mix asphalt concrete, Journal of Traffic and Transportation Engineering (English Edition), https://doi.org/10.1016/j.jtte.2019.05.004
10
J. Traffic Transp. Eng. (Engl. Ed.) xxxx; xxx (xxx): xxx
Roberts, F.L., Kandhal, P.S., Brown, E.R., et al., 1996. Hot Mix Asphalt Materials, Mixture Design, and Construction, second ed. National Asphalt Pavement Association, Lanham. Sadeeq, J.A., Kaura, J.M., Joshua, O., et al., 2014. Recycling of reclaimed asphalt pavement (RAP) with rice husk ash (RHA)/ ordinary Portland cement (OPC) blend as filler. Jordan Journal of Civil Engineering 8 (4), 473e481. Sadeghnejad, M., Arabani, M., Taghipoor, M., 2018. Predicting the impact of temperature and stress on the glasphalt mixtures' rutting behavior. International Journal of Pavement Research and Technology 11, 300e310. € ¨ z, B., Uz, V.E., 2013. Use of glass waste as mineral Saltan, M., Oksu filler in hot mix asphalt. Science and Engineering of Composite Materials 22 (3), 271e277. Sangiorgi, C., Tataranni, P., Mazzotta, F., et al., 2017. Alternatice fillers for the production of bituminous mixtures: a screening investigation on waste powders, coatings. Coatings 7 (6), 76e81. Sobolev, K., Flores, I., Bohler, J.D., et al., 2013. Application of fly ash in asphalt concrete: from challenges to opportunities. In: 2013 World of Coal Ash Conference, Leixngton, 2013. Tai Nguyen, H.T., Nhan Tran, T., 2018. Effects of crumb rubber content and curing time on the properties of asphalt concrete and stone mastic asphalt using dry process. International Journal of Pavement Research and Technology 11, 236e244. Tandon, V., Alam, M.M., Nazarian, S., et al., 1998. Significance of conditioning parameters affecting distinction of moisture susceptible asphalt concrete mixtures in the laboratory. Journal of the Association of Asphalt Paving Technologists 67, 334e353. Terrel, R.L., Al-Swailmi, S., 1994. Water Sensitivity of AsphaltAggregate Mixtures Test Development. SHRP-A-403. National Research Council, Washington DC. Terrel, R.L., Shute, W.J., 1989. Summary Report on Water Sensitivity. SHRP-A/IR-89-003. National Research Council, Washington DC. Uzun, I., Terzi, S., 2012. Evaluation of andesite waste as mineral filler in asphaltic concrete mixture. Construction and Building Materials 31, 284e288. Wang, H., Al-Qadi, I.L., Faheem, A.F., et al., 2011. Effect of mineral filler characteristics on asphalt mastic and mixture rutting potential. Transportation Research Record 33e39. Wasilewska, M., Małaszkiewicz, D., Ignatiuk, N., 2017. Evaluation of different mineral filler aggregates for asphalt mixtures. Materials Science and Engineering 245, 022042.
Min Ju Choi is a research engineer at BILTZONE Co., Ltd. in South Korea. He is conducting development pavement repair materials. He received master of science in the Department of Civil Engineering at the Chonbuk National University in 2017.
Yong Joo Kim is a senior researcher at the Korea Institute of Civil Engineering and Building Technology (KICT) in South Korea. He worked at Iowa Department of Transportation (DOT) and the University of Iowa in United States. He received a PhD in the Department of Civil and Environmental Engineering at the University of Iowa, USA, in 2007. He is conducting the several research projects involving such as warm-mix asphalt technology, hot in-place recycling, cold recycling technology, pavement management system, and QC/QA program. He is currently serving as a member of International Society for Asphalt Pavements (ISAP) technical committee and the highway pavement committee of American Society of Civil Engineering (ASCE).
Hyeok Jung Kim is a chair professor at Hankyong National University in South Korea. He is actively working as the head of a research group at development and demonstration research of reduction technology for road fine dust supported by the R&D of the Ministry of Land, Infrastructure and Transport (MOLIT). In 2010, he earned his PhD degree from Chonbuk National University with his thesis on “a study on the development of functional concrete using permeating agents and photocatalyst”. After that, he had been carried out the development of the construction materials and asphalt additives for roads at the R&D Center of the Kumho Petrochemical from 2010 to 2017. Currently, he is conducting the application and the commercialization of photocatalyst (TiO2) as an eco-friendly construction materials.
Jae Jun Lee is an associate professor at Department of Civil Engineering in Chonbuk National University in South Korea. He worked at the Korea Institute of Civil Engineering and Building Technology (KICT). He received a PhD in the Department of Civil and Environmental Engineering at the North Carolina State University, USA, in 2008. He is conducting the several research projects involving such as warm-mix asphalt technology, hot in-place recycling, cold recycling technology, pavement management system, and QC/QA program. He is currently serving as a member of Korea Society of Road Engineering (KSRE) and Korea Society of Civil Engineering (KSCE).
Please cite this article as: Choi, M.J et al., Performance evaluation of the use of tire-derived fuel fly ash as mineral filler in hot mix asphalt concrete, Journal of Traffic and Transportation Engineering (English Edition), https://doi.org/10.1016/j.jtte.2019.05.004