TRIBHUVAN UNIVERSITY

INSTITUTE OF ENGINEERING
PULCHOWK CAMPUS

A Comparative Study of Asphalt Concrete with Different Fillers in Terms

of Marshall Stability and Flow Value

by

Niraj Bohara
2072/MST/258

A THESIS PROPOSAL
SUBMITTED TO THE DEPARTMENT OF CIVIL ENGINEERING

DEGREE OF MASTER OF SCIENCE IN

TRANSPORTATION ENGINEERING

DEPARTMENT OF CIVIL ENGINEERING

LALITPUR, NEPAL
April, 2017
 TABLE OF CONTENTS
List of figures.................................................................................................................ii

List of tables..................................................................................................................iii

CHAPTER 1. Introduction.......................................................................................1

1.1 Background......................................................................................................1

1.1.1 Fly ash as filler.........................................................................................2

1.2 Research objectives.........................................................................................3

CHAPTER 2. Literature review...............................................................................4

2.1 Behaviors under different fillers......................................................................4

2.2 Asphalt mastics................................................................................................6

2.3 Coal fly ash and its use:...................................................................................6

CHAPTER 3. Methodology.....................................................................................9

3.1 Work schedule.................................................................................................9

3.2 Sample preparation........................................................................................10

3.2.1 Aggregate selection................................................................................10

3.2.2 Bitumen selection...................................................................................11

3.2.3 Filler material selection..........................................................................12

3.2.4 Mix proportion.......................................................................................13

3.3 Marshall test..................................................................................................14

3.4 Presentation of data and table........................................................................14

CHAPTER 4. Expected results..............................................................................15

CHAPTER 5. Assumptions and limitations...........................................................16

References....................................................................................................................17
 LIST OF FIGURES

Figure 1-1 SEM photograph of fly ash..........................................................................3

Figure 2-1 Variation of Marshall quotient with respect to filler content and bitumen
content............................................................................................................................4
Figure 2-2 Variation of complex modulus with respect to filler content where LF is
limestone filler and HL is hydrated lime........................................................................5
Figure 2-3 The graph showing Marshall stability of different mix................................5
Figure 3-1 Schematic representation of methodology of research.................................9
Figure 3-2 Work schedule bar diagram..........................................................................9
Figure 3-3 Limiting gradation curve............................................................................11
Figure 3-4 Bitumen test data chart (BTDC).................................................................12
 LIST OF TABLES

Table 2-1 Differences between Marshall stability of different mix...............................6

Table 3-1 Gradation limit as per Standard Specification for Road and Bridge Works10
Table 3-2 Recommended tests for aggregate and limiting values...............................11
Table 3-3 Standard tests for the characteristics of bitumen.........................................11
Table 3-4 Marshall Specimen mix variation with respect to fly ash content and
bitumen content............................................................................................................13
 CHAPTER 1. INTRODUCTION

1.1 Background

The asphalt concrete consists of two kinds of materials namely coarser and granular
aggregates; and binder. The mixture of bitumen and filler is called as the asphalt
mastic. These asphalt mastics are responsible for providing the mixes of sufficient
viscosity so that it facilitates coating, easy paving and compaction for more durable
mixes. [CITATION Hes14 \l 1033 ]. Fillers are thus the finer material (finer than 75μ,
as per [CITATION AST00 \l 1033 ] D242 minimum of 70% passes through No. 200
sieve) when with the bitumen acts as binder and together fill the voids present in the
mixes to produce denser, water resistant (entrance to the water)[CITATION FPé08 \l
1033 ] and durable asphalt concrete. Generally, more importance is given to the
gradation of aggregate or the optimum bitumen content of the mixes, whereas the
filler content is neglected in the mix design procedure. Several researches have been
made with different types of filler and its content with respect to the change in the
physical characteristics of mastics.

Nepal is one of the least developed countries. Nepal Transport Policy 2058 of Nepal
also focuses in the development of the transport sector through reliable, cost effective,
safe facility oriented and sustainable transport system. Nepal constitution 2073 also
secures the right of citizens for transportation facilities for everyone with priorities to
environment friendly technology and economical. Though having different transport
relating policy the road status of Nepal is poor. A total of 13,086.46 km (in 2015 AD)
and 57,632 km (2016) [CITATION Dep16 \l 1033 ] road exists under Strategic Road
Network and Local Road Network respectively. Around 54% of road under SRN and
whereas mere 3.5% of the roads are paved with bituminous mixes in Nepal. People of
Nepal is forced to travel in earthen and gravel road which takes longer time to travel
and also keep the health of the citizens in jeopardy. Researches in the sectors are very
limited. With the increase in the demand for freight transport here in Nepal with the
increasing economic activities, more robust form of pavement is required in the major
arterial roads. As per [CITATION Wor12 \l 1033 ], less than 10% of the total SRN is
maintained as Asphalt concrete. As per the same report, the norms prepared by DoR
require to prepare asphalt concrete for a level of volume of the traffic though surface
treatment has been only prepared. High traffic volume road has to be accounted for
higher life rather than lower construction cost. These lags in the policy and

1
implementation phase has been creating a loss through frequent maintenance cost of
the road. So, a study has been a necessity to develop asphalt concrete that can be
durable and at the same time cost effective.

1.1.1 Fly ash as filler

[CITATION AST00 \l 1033 ]-D242, Standard Specification for Mineral Filler for
Bituminous Paving Mixtures, has identified rock dust, fly ash, hydrated lime,
hydraulic cement, loess, slag dust as the mineral filler. Presently in Nepal, only stone
dust is used as a mineral filler where the content of the filler is taken as to only satisfy
the gradation requirement of aggregate put forth by Standard Specification of Roads
and Bridges [CITATION DoR16 \l 1033 ]. However, the standard doesn’t recognize
the fly ash as the filler material, a coal combusted by product which is fine in nature
produced during combustion of pulverized coal in electric or steam generating plants.
It has been now and then used in a numerous research and real life projects in asphalt
concrete. It is a matter of interest to know the extent of benefit by the use of fly ash in
the asphalt concrete in Nepal in terms of performance and cost.

Fly ashes seems to fulfill all the physical requirements of mineral fillers. With the use
of low specific gravity fly ash (with a range of 2.0 to 2.6) lesser than other typical
mineral fillers (range from 2.6 to 2.8), the requirement of fly ash as the filler will be
low by percentage by weight to gain similar performance to the other filler asphalt
concrete. [CITATION Ame03 \l 1033 ]. With the addition of the filler in the bitumen,
the viscosity of the binder is reduced. This indeed may mislead to the mixing
temperature and compaction temperature simply obtained from the study of bitumen.
Since, the temperature is required to maintain specific viscosity of the mastic to flow
and mix through. Fly ash is characterized by its spherical particles as shown in the
Figure 1 -1 below. This allows the mastic to not lose its viscosity in a considerable
amount and thus confirming to the temperature for mixing and compaction.
[CITATION Hes14 \l 1033 ]

2
 Figure 1-1 SEM photograph of fly ash

1.2 Research objectives

With the view of increasing the resilient characteristics of asphalt concrete the
research takes place where comparing with different filler materials of asphalt
concrete in use in Nepal will be done. It shall focus in the optimum use of material,
such as bitumen and filler, and provide comprehensive recommendations for its use
and future research work. As per the resource availability and easier experimental
methods (environment controlled), Marshall method will be used to compare the
mixes and produce recommendations.

Specific objectives:

- To find out the optimum filler content of fly ash as the filler in the asphalt
concrete
- To find out the optimum bitumen content in the mixture of the asphalt
concrete with fly ash as the filler
- To compare the most used asphalt concrete mix with cement and stone dust as
mineral filler with mix of fly ash as filler
- To compare the cost of construction of asphalt concrete with fly ash as filler
with mix usually prepared in Nepal

3
 CHAPTER 2. LITERATURE REVIEW

2.1 Behaviors under different fillers

Raja Mistry and Tapas Kumar Roy performed experiment on the effect of the fillers
fly ash and hydrated lime and got some interesting results with respect to Marshall
Quotient. The experiment showed that different fillers (fly ash and hydrated lime)
behaved differently even with the same quantity of fillers and bitumen content (% by
weight). The graph in the Figure 2 -2 is extracted from the same research paper and
shows the difference in Marshall quotient of mixes. [CITATION Mis161 \l 1033 ]

Figure 2-2 Variation of Marshall quotient with respect to filler content and bitumen
content
[CITATION Mis161 \l 1033 ]

Another study was performed by Didier Lesueur et al on the impact of the filler on the
asphalt mix. They performed tests where the impact by the increase of the filler
content on the asphalt mix in terms of complex modulus was done. Two fillers were
studied namely hydrated lime and limestone filler. The complex modulus was found
to have a well defined peak with respect to the filler content. Peak was observed at
filler content of 4 % by weight for hydrated lime filler and at 10 % by weight for
limestone filler as shown from the Figure 2 -3. [CITATION Ont \l 1033 ]

4
 Figure 2-3 Variation of complex modulus with respect to filler content where LF is
limestone filler and HL is hydrated lime
[CITATION Ont \l 1033 ]

Amir Modarres on the [CITATION Mod14 \l 1033 ] paper presented comparison

between fillers; limestone, coal waste product and coal waste ash with their constant
filler proportion (7% by weight of total aggregate) in a hot mix asphalt. A total of 6
types of samples were prepared with different fillers. Six filler combinations were
prepared namely 100% limestone (LS); 75% coal waste powder, 25% limestone
(LCP1); 50% coal waste powder, 50% limestone (LCP2); 25% coal waste powder,
75% limestone (LCP3); 100% coal waste powder (CP) and 100% coal waste ash
(CA). The Marshal stability test showed an increase in the stability with the
incorporation of coal waste powder as shown from graph in Figure 2 -4. The Table 2
-1 suggested the Marshal stability for coal ash to be the highest among the mix.

Figure 2-4 The graph showing Marshall stability of different mix

[CITATION Mod14 \l 1033 ]

5
 Table 2-1 Differences between Marshall stability of different mix
[CITATION Mod14 \l 1033 ]

Property (Unit) LS CP CA
Marshall stability (kg) 875 1020 1260
Marshall flow (mm) 3.13 3.00 2.5

2.2 Asphalt mastics

Asphalt mastics are the components of asphalt concrete and are responsible for
producing a dense mix and combinedly acts as binder in the hot mix asphalt (HMA).
Fillers and bitumen combinedly act as mastic. Different researches have been made to
study to find out the optimum quantity of the fillers for producing stiffened and water
tight mastic. An interesting fact related to use of the fly ash in the asphalt was found
out where the stiffening effect of these fillers were greater from the mineral fillers
(limestone filler). This proved about the influence of both the physical properties and
chemical composition of the fly ash fillers. [CITATION Emi15 \l 1033 ].
Improvement in rheological properties, aging resistance, rutting resistance, grade
improvement of bitumen, asphalt extender and crack arresting effects are some of the
positive changes brought by the introduction of fly ash in the mastics.[ CITATION
Sob14 \l 1033 ]

2.3 Coal fly ash and its use:

The primary components of coal fly ash are silicon dioxide, aluminum oxide, iron
oxide, and calcium oxide. Coal fly ash is characterized by its spherical particles. It
allows it to act more as a tiny roller that directly affects the compaction. It there by
decreases the friction in the mastic and increasing packing with a lower void mineral
aggregate. [CITATION Suc161 \l 1033 ]. The result of the research also suggested the
better performance nature of asphalt mixture with respect to moisture susceptibility,
strength, stiffness and stripping resistance of mix with cement and/or fly ash.

Coal fly ash also can work as a binder replacer. A test was performed with the mix
where binder was replaced by 10% of fly ash (by mass) and tested for compactability.
The test showed minimal change in the compaction effort required for the compaction
with the fly ash as the filler for production of required amount of void. This may be

6
attributed by the round particles of fly ash in asphalt thus also reducing the mixing
and placing temperatures for required workability of mixtures. The test sections
prepared by We Energies with fly ash used as asphalt extender (bitumen content
replaced with fly ash) resulted in higher field modulus measurement by Falling
Weight Deflectometer (FWD) when compared to the section of pavement without fly
ash fillers. [ CITATION Sob03 \l 1033 ]

The filler content for maximum stability with respect to the availability of the material
was found to be 6% by weight for the fly ash as the filler for the maximum stability.
With more increase in the content, the Marshall stability decreased thus giving a peak
filler content value. The OBC (Optimum Bitumen Content) for optimum filler content
for fly ash seems to be lower when compared to the OBC of the control mix (hydrated
lime as the filler) [CITATION Mis161 \l 1033 ]. In another research, a maximum
stability was observed for 5% of fly ash content when compared to the 7% content of
limestone filler. A 1923 kg stability was observed at 5% OBC for fly ash filler as
compared to the stability of 1527 kg of sample of limestone filler at 5.5% OBC,
reduction in binder amount with the addition of fly ash (possible asphalt extender).
[CITATION Abd16 \l 1033 ]. However, result obtained on [CITATION Kar14 \l
1033 ] paper suggested the performance order of cement filler, stone dust and fly ash
filler with respect to Marshall stability, where first in the order denotes highest.

In 1988, a study was undertaken to evaluate the use of "ponded fly ash" as a
component in a stabilized aggregate base course.  Ponded fly ash is the fly ash portion
of coal ash waste previously sluiced into a disposal pond. Laboratory investigations
determined that the optimum mix was a composite of 84-percent dense-graded
aggregate, 11-percent ponded fly ash, and 5-percent hydrated lime. A 230-m- (755-
ft-) long, 20-cm- (8-in-) thick test section was constructed and overlaid with an
asphalt base, binder, and surface course. After three years of service, the experimental
section is outperforming the conventional section; the amount of rutting is
significantly lower in the experimental section than in the control section. Aside from
minor reflective cracking associated with base shrinkage base, the experimental
section has performed excellently. [CITATION Sch94 \l 1033 ].

The research takes its shape with the study of different literatures that provided
evidences to the positive effects brought in due to introduction of the fly ash as the
7
filler. The thesis shall recommend a mix with optimum filler content (fly ash) and
compare with control mixes made with cement and stone dust as filler.

8
 CHAPTER 3. METHODOLOGY

The research methodology follows a basic shape as shown in the Figure 3 -5.

5.Sample
preparations &
1.Problem Tests
formulation

2.Setting of 6.Agglomeration of
measurable experimental data, tables
objectives
Literature Review
3.Work schedule 7.Results, graphs
and charts

4.Material
properties/Equipment 8.Conclusions
validation

9.Report writing

Figure 3-5 Schematic representation of methodology of research

The research starts with the problem formulation with respect to the relevant
literatures followed by the setting of objectives.

3.1 Work schedule

The work schedule for the research can be represented in the form of bar chart as
shown in the Figure 3 -6. A total of 18 weeks is planned for the completion of the
research work including preparation of samples, experiments and report writing. A
major portion of the work is covered by the sample preparation and experiments.

9
 Figure 3-6 Work schedule bar diagram

3.2 Sample preparation

3.2.1 Aggregate selection

Coarse aggregate confirming to the gradation requirement provided by Standard

Specification for Road and Bridge Works, 2070 [CITATION DoR16 \l 1033 ] of
Nepal will be collected from the local supplier. The gradation limit and the gradation
curve showing limits can be seen in Figure 3 -7 and Table 3 -2 for 50mm layer
thickness (Nominal size of aggregate 19mm). Aggregate selection follows the tests for
Los Angeles Abrasion Value (LAA), Aggregate Impact Value (AIV), Aggregate
Crushing Value (ACV) and specific gravity tests. These tests and the standards is
summed up in the Table 3 -3.

Table 3-2 Gradation limit as per Standard Specification for Road and Bridge Works

% Weight Retained
Sieve Size
Minimum Maximum
26.5 100 100
19 90 100
13.2 59 79
9.5 52 72
4.75 35 55
2.36 28 44
1.18 20 34
0.6 15 27
0.3 10 20
0.15 5 13
0.075 2 8

10
 Minimum Range Maximum range
100
90
Passing Percentage 80
70
60
50
40
30
20
10
0
0.01 0.1 1 10 100
Sieve Size in mm

Figure 3-7 Limiting gradation curve

Table 3-3 Recommended tests for aggregate and limiting values

Test Limiting Value Standard

Los Angeles Abrasion Maximum 30%
Test IS 2386 Part IV
Aggregate Impact Test Maximum 24%

3.2.2 Bitumen selection

Bitumen shall be collected from the supplier and shall be tested for its penetration
value, specific gravity, ductility test, viscosity test and specific gravity. This can be
summed up in a Table 3 -4.

Table 3-4 Standard tests for the characteristics of bitumen

S.N Characteristics Method of Test

i Penetration at 25°C, 100 g, 5 s, 0.1 mm, Min IS 1203
ii Absolute viscosity at 60 °C, Poises IS 1206 part 2
iii Softening point (R & B) °C, IS 1205
iv Ductility at 25 °C, cm IS 1208
v Specific gravity IS 1202
The penetration value at 25° C, absolute viscosity at 60° C and softening point would
be used to find out the mixing and compaction temperature to obtain the desired
workability as mentioned by [CITATION AST10 \l 1033 ] i.e., 170 ± 20 cP and 280 ±
30 cP viscosity of the binders. The temperature shall be estimated by the help of
Bitumen Test Data Chart (BTDC).

11
 Figure 3-8 Bitumen test data chart (BTDC)

[CITATION Hun15 \l 1033 ]

3.2.3 Filler material selection

Three different filler materials will be selected. Since, the research objective is to
provide a guide to the design of filler fly ash, higher amount of the fly ash will be
required to produce the different samples with different amount of fly ash. The fly ash
will be collected from the cement industry where it is used as the pozzolanic material
for the production of Pozzolanic Portland Cement (PPC). Similarly, cement and stone
dust will be collected from the local supplier.

Fillers will be defined as all the particles that passes from 75μ sieve. The test for the
specific gravity of the fillers will be performed.

3.2.4 Mix proportion

Marshall specimens with total weight of the mix, bitumen, filler and aggregates, will
be prepared confirming to standard specified by [CITATION AST10 \l 1033 ] for
specimen preparation. The variation of the fly ash as the filler and the bitumen content
is prepared and presented in the Table 3 -5. Whereas, the control mix shall be
prepared for the mix of cement and stone dust where 75μ down filler will be replaced.
For the control mix a filler content of 5% by weight of aggregate and a bitumen
content of 6% shall be prepared.
12
The sample will be given 75 number of blows on both sides as specified by standard
specification for road and bridge work (SSRBW), 2073 [CITATION DoR16 \l 1033 ].
Three numbers of specimen for each proportion of the filler and bitumen content has
to be prepared to validate the Marshall test results produced for samples[CITATION
AST06 \l 1033 ]. Thus, an initial estimate of 60 numbers of specimens is made for the
test procedures.

Table 3-5 Marshall Specimen mix variation with respect to fly ash content and
bitumen content

Variation of Variation of Variation of Variation of

Filler (% by Bitumen Filler (% by Bitumen
SN SN
wt of total Content (% wt of total Content (% by
aggregate) by wt. of mix) aggregate) wt. of mix)
1 4.5% 11 4.5%
2 5% 12 5%
3 3% 5.5% 13 7% 5.5%
4 6% 14 6%
5 6.5% 15 6.5%
6 4.5% 16 4.5%
7 5% 17 5%
8 5% 5.5% 18 9% 5.5%
9 6% 19 6%
10 6.5% 20 6.5%

3.3 Marshall test

Marshall test shall be performed with respect to the [CITATION AST06 \l 1033 ],
standard test method for Marshall stability and flow of bituminous mixtures. The
result of the experiment will be expressed in terms of following terms;

a. Marshall stability – kN
b. Marshall flow – in unit of 0.25 mm [CITATION AST10 \l 1033 ]
c. Voids in Total Mix (VTM) – %
d. Voids in Mineral Aggregate (VMA) – %
e. Voids Filled with Bitumen (VFB) – %
f. Specific gravity of specimen (G) – kg/m3
13
The minimum requirement of these parameters for the mix design is provided in the
SSRBW, 2073 under clause 1308 (3). These parameters shall be taken as reference for
giving recommendations for design mix.

3.4 Presentation of data and table

Comparison of different mix will be presented in the form of bar chart (between mix
with different fillers). To recommend an optimum filler content for the design mix,
graph between filler content and stability and filler content and flow value will be
taken as the reference. Similarly, for optimum bitumen content SSRBW, 2073 clause
shall be taken as a reference with the graph between:

a. Marshall stability versus bitumen content,

b. Marshall flow versus bitumen content,
c. VTM versus bitumen content,
d. VMA versus bitumen content,
e. VBA versus bitumen content,
f. specific gravity versus bitumen content

The thesis report shall include results and discussions as per the experiments data with
reference to the relevant literatures. Suitable recommendation and concluding remarks
shall be prepared for the future works and possible field application.

14
 CHAPTER 4. EXPECTED RESULTS

The expected results of the researches are as listed below:

a. The fly ash as filler in the mix is expected to fulfill all the requirements for the
asphalt concrete with respect to the Marshall test
b. Marshall results for fly ash is expected to be superior than the stone dust
sample
c. The optimum fly ash content is expected to be between 5% and 7%
d. With reference to the possible effect of the fly ash as bitumen extender, OBC
for the design mix may be observed less than the minimum requirement
mentioned in the SSRBW (i.e., 5.2% by weight of the total mix)
e. The mix with cement as the filler is supposed to behave superior among other
mixes because of very finer particles compared to all other fillers

15
 CHAPTER 5. ASSUMPTIONS AND LIMITATIONS

a. The filler characteristics is defined by its finer size. So, the fillers below 75μ
shows similar kind of size characteristics is assumed
b. The coarse aggregate taken from the same source is to provide uniform
characteristics
c. The effect of the bitumen quality and aggregate quality will not be studied and
are considered to be constant through-out the experiment
d. Only three kinds of fillers will be studied and design for mix with fly ash only
shall be performed
e. The effect of the combination of the fillers will not be studied
f. The comparison of the mixes shall be performed only on the basis of Marshall
test

16
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