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 ) 2 0 2 0 ; 7 ( 2 ) : 2 4 9 e2 5 8

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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
b
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

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 2 July 2019 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 Min-
istry 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: chlalswn1746@naver.com (M.J. Choi), Yongjook@kict.re.kr (Y.J. Kim), ceasare@hknu.ac.kr (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/).
250 J. Traffic Transp. Eng. (Engl. Ed.) 2020; 7 (2): 249e258
© 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://
1. Introduction
National highway in Korea was covered with asphalt pave-
ment. Now, strategy of government for national highway was
changed from construction to maintenance. Thus, the gov-
ernment is interested in quality control to extend pavement
service life and save maintenance budget. According to in-
crease 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 dedi-
cated 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 devel-
opment 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 continu-
ously increased in accordance with the increased production
of tires. Therefore, waste should be properly handled ac-
cording to the increase in the annual generation of tire-
derived fuel (TDF) fly ash. When used as a fuel source, re-
sources 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 inves-
tigate the effect of TDF fly ash as filler material in asphalt
paving material based on both the Korean Standard (KS), KS F-
3501 (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
creativecommons.org/licenses/by-nc-nd/4.0/).
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 coal-
coke 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.
 J. Traffic Transp. Eng. (Engl. Ed.) 2020; 7 (2): 249e258
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 economi-
cally feasible but also an environmentally friendly option
(Ahmed et al., 2006; Cag
lar, 2007; Karasahin and Terzi, 2007;
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 Pb Cu As Hg C2N2 Cr6þ Cd Oil
Result Undetected
251
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
252 J. Traffic Transp. Eng. (Engl. Ed.) 2020; 7 (2): 249e258
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 perfor-
mance of mixture. Also, aging was influenced on the perfor-
mance 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 pave-
ment 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.
 J. Traffic Transp. Eng. (Engl. Ed.) 2020; 7 (2): 249e258 253

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 Fig. 4 e Particle conformation of TDF fly ash (SEM).
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. Moisture sensitive test
Environmental factors such as temperature, air and water
have deleterious effects on the durability of HMA (Tandon
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 eval-
uation method as specified in KS F 2398. The value of the in-
direct 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).
S1
TSR ¼ (1)
S2
where S1 is the value of ITS after moisture treatment, S2 is the
value of dry state of ITS.

4.3. Dynamic immersion test

One of distresses is stripping which caused by loss of bond

between aggregate and asphalt binder. The dynamic immer-
sion 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
Fig. 3 e TDF fly ash. 12697-11 for judging the degree of coating with the naked
254 J. Traffic Transp. Eng. (Engl. Ed.) 2020; 7 (2): 249e258

Table 2 e Chemical composition of TDF fly ash.

Type of mineral filler Chemical composition
SiO2 Al2O3 CaO Fe2O3 Na2O K2O C
TDF fly ash 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 Fig. 7 e Dynamic water immersion test equipment.
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. 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.
 J. Traffic Transp. Eng. (Engl. Ed.) 2020; 7 (2): 249e258 255

Table 3 e Comparisons of particle sizes according to the type of mineral filler.

Sieve size (mm) Passing percentage (%)
Standard specification Cement Stone dust Hydrated lime TDF fly ash
0.6 100 100 100 100 100.0
0.3 95 100 100 100 100.0
0.15 90 94 93 95 95.5
0.08 70 81 78 76 73.5

will occur, which causes tire marks along the traveling di-
rection 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 defor-
mation 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).
Number of passes 15C
Dynamic stability ðDSÞ ¼ ¼
Deformation amount ðD60  D45 Þ
(2)
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

where C is the loading speed (42 cycle/min), D45 is the defor- Tensile strength ratio (TSR) is used to evaluate its moisture
mation amount during 45 min (mm), D60 is the deformation resistance according to the type of mineral filler. For the
amount during 60 min (mm). measurement, a specimen is prepared, of which the air void of
the asphalt mixture is 7% ± 0.5%. The value of TSR is calcu-
lated using Eq. (1). As shown in Table 4, the TDF fly ash and
Hydrated lime satisfy the standard TSR value. The hydrated
5. Analysis of test results
lime, which is widely used for improving moisture

5.1. Comparisons of particle size as mineral filler

Table 4 e TSR test results.
Since the particle size distribution, particle conformation, and
specific surface area are varied for each mineral filler, the Type of mineral filler Standard Value of test
properties of the asphalt mixture can be determined Cement MOLIT (more than 0.8) 0.77
TDF fly ash 0.82
Stone dust 0.75
Hydrated lime 0.90

Fig. 10 e Marshall stability result as function of type of

mineral filler. Fig. 11 e Change of rut depth over time deformation.
256 J. Traffic Transp. Eng. (Engl. Ed.) 2020; 7 (2): 249e258
Table 5 e Dynamic stability results.
Type of mineral filler Standard Cement
Dynamic stability (cycle/mm) 750 3423
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 p-
value, 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.
TDF fly ash Stone dust Hydrated lime
3932 5841 5279
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 hy-
drated 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
 J. Traffic Transp. Eng. (Engl. Ed.) 2020; 7 (2): 249e258
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 (Devel-
opment 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.
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ZONE Co., Ltd. in South Korea. He is con- Carolina State University, USA, in 2008. He is
ducting development pavement repair conducting the several research projects
materials. He received master of science in involving such as warm-mix asphalt tech-
the Department of Civil Engineering at the nology, hot in-place recycling, cold recycling
Chonbuk National University in 2017. technology, pavement management system,
and QC/QA program. He is currently serving
as a member of Korea Society of Road Engi-
neering (KSRE) and Korea Society of Civil
Engineering (KSCE).