Construction and Building Materials 160 (2018) 707–713

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Construction and Building Materials

journal homepage: www.elsevier.com/locate/conbuildmat

Performance enhancement of porous asphalt pavement using red mud as

alternative filler
Hengji Zhang a, Hui Li a,b,⇑, Yi Zhang a, Dawei Wang c, John Harvey b, Hanbing Wang a
a
The Key Laboratory of Road and Traffic Engineering, Ministry of Education, Tongji University, Shanghai 201804, China
b
University of California Pavement Research Center, Department of Civil and Environmental Engineering, University of California, Davis, CA 95616, United States
c
Chair and Institute of Highway Engineering, RWTH Aachen University, Mies-van-der-Rohe-Str. 1, 52074 Aachen, Germany

h i g h l i g h t s

 Rheological and raveling properties of asphalt mortar and porous mixture with red mud were evaluated.
 Larger filler-bitumen ratio leads to improved raveling resistance and lower permeability of porous asphalt mixture.
 Porous asphalt mixture with red mud shows excellent rutting, raveling and aging resistance.
 Red mud can be used as an alternative filler of limestone powder.

a r t i c l e i n f o a b s t r a c t

Article history: Porous asphalt pavement material is a special asphalt mixture with a void content of 18% or more. The
Received 24 September 2017 porosity is essential to the ecological functions of porous asphalt pavement, i.e., water drainage, noise
Received in revised form 15 November 2017 reduction, water purification. However, the porous structure of pavement also has caused some struc-
Accepted 19 November 2017
tural defects. Rutting, raveling and void clogging hindered its popularization in heavy-load and high-
speed field. The major cause of the raveling and rutting is the temperature sensitivity and a lack of adhe-
sion of asphalt mortar, especially under repeated heavy load from vehicles. Firstly, this study prepares six
Keywords:
types of asphalt mortar including two types of fillers (limestone powder and red mud) and three filler
Porous asphalt pavement
Asphalt mortar
bitumen ratios (0.3, 0.6, 0.9). Secondly, the rheological properties of asphalt mortar are investigated
Red mud through Brookfield Viscosity, Superpave high temperature binder criteria G⁄/sind, Multiple Stress Creep
Adhesion Recovery and Bending Beam Rheometer. Thirdly, this study investigated the effect of filler type and
Rutting filler-bitumen ratio (FB ratio) on the air void, permeability, adhesion performance and raveling resistance.
Raveling Finally, Hamburg Wheel Tracking Test and three types of Cantabro Tests (standard, water immersion and
aging) are performed to confirm that the raveling and rutting resistance performance of red mud is better
compared to the widely used limestone powder. The results indicate that the performance of porous
asphalt with red mud filler at 0.9 FB ratio exhibited enhanced performance for raveling and rutting
resistance.
Ó 2017 Elsevier Ltd. All rights reserved.

1. Introduction
Porous asphalt (PA) pavement, in the beginning also be called as
open-graded friction course (OGFC), has been used since 1950s in
different areas of the United States to reduce traffic noise and
improve the surface frictional resistance [1]. It improves wet
weather driving conditions by draining the water away from the
roadway surface through its porous structure. The improved sur-
face drainage reduces hydroplaning, reduces splash and spray
⇑ Corresponding author at: 4800 Caoan Rd, Shanghai 201804, China.
E-mail address: hli@tongji.edu.cn (H. Li).
behind vehicles, improves wet pavement friction and reduces traf-
fic noise [2]. However, many states stopped using porous pave-
ment due to the inferior performance and lack of adequate
durability, i.e., rutting, raveling and pore clogging [3]. Significant
improvements have been made in the porous asphalt pavement
during the last few years in the gradation and binder type, espe-
cially the development of high viscosity polymer modified asphalt
[4]. However, the large amount of pores dramatically reduces the
strength and durability of porous asphalt pavement which is
reflected by its vulnerability to rutting and raveling, that is, the loss
of stone from the pavement surface. Raveling, a type of failure that
finds its cause within the stone-to-stone contact region, is a

https://doi.org/10.1016/j.conbuildmat.2017.11.105
0950-0618/Ó 2017 Elsevier Ltd. All rights reserved.
708 H. Zhang et al. / Construction and Building Materials 160 (2018) 707–713
dominant defect of porous asphalt pavement resulting in frequent
road distress like pit slot and rutting. Therefore, compared with the
traditional dense-graded asphalt mixtures that have a service life
of approximately 18 years, the average service life of porous
asphalt mixtures is limited to 10–12 years even shorter [5]. Usu-
ally, the porous asphalt pavement is just limited to the application
of sidewalk, eco-park, parking lot and areas with light traffic [2].
According to the research by L.T. Mo [6], the raveling of porous
asphalt pavement usually happened at the stone-to-stone contact
region due to a lack of adhesion of asphalt mortar rather than just
asphalt binder itself. Mineral fillers could change the rheological
properties of asphalt binder so that they play a crucial role in the
adhesion between aggregate, not just the volume-filling effect in
asphalt mixture [7–9]. In the early development of porous asphalt
pavement, to pursue the large porosity and the excellent ecological
functions (noise reduction, drainage, anti-skid, etc.), usually a very
small amount of mineral powder filler has been used in the design
of mixture. Thus, it leads to the raveling distress at an early stage
[2]. As a consequence, it is important to deeply investigate the
mortar’s effect on porous asphalt pavement.
Nowadays, natural resources are depleting worldwide, while at
the same time the wastes generated from the industries are
increasing substantially. Red mud generated out of Bayer’s process
for alumina production from Bauxite is a high volume solid waste
[10]. In China, the production of 1-ton alumina will produce 0.8–
1.5 ton red mud, depending on the mineral property, production
methods and technical level. Most of red mud in China is concen-
trated in Shandong, Henan, Guangxi, Shanxi, Guizhou. In 2011, Chi-
na’s red mud output is about 70.0 million ton, what’s more the
cumulative stockpile is about 400 million ton. A large number of
red mud is difficult to get full and effective use. Furthermore, tra-
ditional stockpiling and landfill not only pollute the environment
but also cause a waste of resources. Hence, the exploitation and
utilization of red mud resources have attracted growing attention
of all countries in the world.
Due to its chemical composition, the red mud can be applied as
an alternative material in the construction industries. According to
the research conducted by M. Ramesh [11], red mud can be used in
the production of cement mortar and bricks. In addition, red mud
improves the cement properties and compressive strength in the
way of reducing the setting time. However, very few studies have
been recently performed on the application of red mortar as filler
in porous asphalt pavement around the world.
This study investigated the effect of filler type (Limestone pow-
der and red mud) and the ratios (0.3, 0.6, 0.9) on the rheological
properties of asphalt mortar, including Brookfield Viscosity, Super-
pave high temperature binder criteria G⁄/sind, Multiple Stress
Creep Recovery (MSCR), Bending Beam Rheometer (BBR) [12–14].
Table 1
High viscosity asphalt properties.
Test item
Penetration@25 °C, 100 g, 5 s
Penetration Index
Ductility@5 °C, 5 cm/min, cm
Softening Point, TR&B
Flash Point
Solubility
Storage Stability@163 °C, 48 h,
Difference between softening point
Elastic Recovery@25 °C
RTFOT Residue Weight Change
(163 °C, 85 min) Ductility@5°C, 5 cm/min
Penetration Ratio
Dynamic Viscosity @60 °C
SHRP PG
Then the optimal filler-bitumen ratio (FB) in this study was chosen
through the comparison of raveling resistance and permeability of
Porous Asphalt (PA) mixture with different filler binder ratio. The
raveling and rutting resistance were explored using Hamburg
Wheel Tracking Test (HWTD) and three types of Cantabro Tests
(standard, water immersion and aging). The possibility of red
mud used as alternative filler in porous asphalt pavement was also
analyzed.
2. Materials and methods
This study used SBS modified asphalt produced in Guangzhou, China. The SBS
content is 8%. Its properties are shown in Table 1. The two types of filler used in this
research were limestone powder and red mud obtained from the aluminum indus-
try in Henan province, China. The properties of these materials are shown in
Table 2.
During the preparation of porous asphalt mixture, two types of aggregates were
selected, of which basalt and limestone were used as coarse aggregate (4.75 mm)
and fine aggregate (<4.75 mm) respectively.
FB usually changes in the range as in actual construction. In Superpave asphalt
mixture design code, FB range is advised from 0.8 to 1.6. However, this is suitable
for the dense gradation asphalt mixture [15]. When it comes to open gradation
asphalt mixture like PA mixture, the FB is usually lower. In order to analyze the
influence of filler type and filler bitumen ratio, mortar’s rheological properties of
two type of fillers with different FB (0.3, 0.6, 0.9) were tested. The preparation pro-
cedures of asphalt mortar are listed as follows,
1) Asphalt binder was first heated up to 185 °C till it became liquid.
2) A corresponding amount of filler according to FB was added in three times
with equal amount, while a 5-min shearing procedure using an agitator
with a shearing rotor was applied at 185 °C after each adding; the shearing
speed is 4000 r/min and the total shearing time is 15 min.
3) Rheological properties of these mortar should be tested immediately.
4) The storage time of these mortar shouldn’t exceed one week to prevent seg-
regation. Within one week, before using these mortar to conduct rheologi-
cal properties, a 5-min stirring procedure should be applied at 185 °C for 5
min, and the stirring speed is 500 r/min.
5) To eliminate the effect of shearing procedure on the comparison of rheolog-
ical properties between asphalt and asphalt mortar, the asphalt also was
sheared at 185 °C with a speed of 4000 r/min for 15 min.
Rheological tests conducted for high viscosity asphalt and asphalt mortar were
Brookfield Viscosity (ASTM D4402), Superpave high temperature binder criteria G⁄/
sind (AASHTO TP 5), MSCR (AASHTO TP 70-10), BBR (AASHTO M320). In addition,
binder bond strength (BBS) test (AASHTO TP-91) was used to study the adhesion
performance of high viscosity asphalt and asphalt mortar used in this study.
3. Experiments
To determine the effect of filler type and ratio on the perfor-
mance of PA mixture, a series of PA mixtures were prepared in
the laboratory with different filler types and FB corresponding to
the mortar. OGFC-13, widely used as PA upper layer in China,
was chosen for investigation in this paper. In the PA mixture
Unit Specifications Results
0.1 mm 20–40 38
– 0.0 +0.17
cm 20 22
°C 82 93.5
°C 230 326
% 99 99.8
°C 2.5 2.0
% 95 95.1
% ±1.0 +0.01
cm 15 16
% 70 73.7
Pa
s 20,000 709,875
– PG 76-22 PG 76-22
 H. Zhang et al. / Construction and Building Materials 160 (2018) 707–713 709

Table 2
Limestone powder and red mud properties.

Sample Density (g/cm3) Source Chemical Composition (%, w/w)

Al2O3 SiO2 Fe2O3 Na2O CaO MgO K2O TiO2
Red Mud 2.97 Henan, China 44.82 28.07 6.91 0.19 0.60 0.48 2.75 2.80
Limestone powder 2.73 Shanghai, China 0.89 4.04 0.39 0.007 51.13 0.52 0.091 0.044

Table 3
Composition of PA mixture with three different FB.

OGFC-13
Sieve/mm 1# 2# 3#
Percent Percent Percent
Passing/% Passing/% Passing/%
19 100 100 100
13.2 95 95 95
9.5 70 70 70
4.75 21 21 21
2.36 16 16 16
1.18 12 12 12
0.6 9.5 9.5 9.5
0.3 7.5 7.5 7.5
0.15 5.5 5.5 5.5
0.075 1.2 2.6 4.5
Asphalt Content/% 4.8 4.2 3.7
FB 0.31 0.59 0.89
Asphalt Film 12.0 12.2 12.3
Thickness/lm

design, asphalt film thickness was kept as a content of 12 lm, Fig. 1. Brookfield viscosity results of asphalt and asphalt mortar.

which is suggested by Association of Asphalt Paving Technologists.

Through changing asphalt content and the passing rate at 0.075
mm sieve, which will lead to the change of aggregate surface area,
the PA mixture with same asphalt film thickness and different FB
was prepared. The aggregate surface area and asphalt film thick-
ness were calculated following the method described in the refer-
ence [15–17]. The composition of PA mixture with three different
FB was listed in Table 3.
During the performance tests of PA mixture, total air void and
permeability of porous asphalt mixture were determined by the
volumetric method and falling head permeability test respectively
[18]. Hamburg Wheel Tracking Test (AASHTO T 324-14) and three
kinds of Cantabro Test (standard, water immersion and aging)
(ASTM D 7064-08) were conducted to check the rutting and ravel-
ing resistance of PA mixtures. The PA mixtures were mixed and
compacted in the laboratory using the Marshall compactor for
the Cantabro Test (AASHTO T 0733-2011). Gyratory compactor
was used to prepare the samples for Hamburg Wheel Tracking
Test. Two tests were conducted under the same conditions (target
air-void content 18%, mixing temperature 185 °C and compaction
temperature 160 °C). It should be noted that there are three types
of Cantabro Test used in this study, these experimental procedures
are listed as follows.
1) Standard Cantabro Test: a) use the Marshall equipment to
prepare the samples; b) put the samples into 20 ± 0.5 °C
water batch for 20 h; c) wipe up the samples and use Los
Angeles Abrasion Test machine to conduct Cantabro test.
2) Water Immersion Cantabro Test: a) use the Marshall equip-
ment to prepare the samples; b) put the samples into 60 ± 0.
5 °C water batch for 48 h; c) place the samples at indoor
temperature for 24 h; d) use Los Angeles Abrasion Test
machine to conduct Cantabro test.
3) Aging Cantabro Test: a) use the Marshall equipment to pre-
pare the samples; b) put the samples into 60 ± 0.5 °C oven
for 7 d; c) use Los Angeles Abrasion Test machine to conduct
Cantabro test.
Here, it should be noted that asphalt mortar with red mud and
limestone powder are abbreviated as RM and LM, respectively. The
modified asphalt used in this study is abbreviated as OB. For exam-
ple, 0.9 RM means asphalt mortar with red mud as filler and the FB
(filler-bitumen ratio) is 0.9.
4. Results and discussion
4.1. Brookfield viscosity results
To analyze the influence of filler on viscosity of asphalt mortar,
Brookfield Viscometer was used to test the viscosity of asphalt and
asphalt mortar. Here, for OB the viscosity at 135 °C and 175 °C
were tested. When it comes to asphalt mortar, the viscosity at
135 °C, 175 °C and 185 °C were tested due to high viscosity. From
Fig. 1, with the increase of temperature, the viscosity of both
asphalt and asphalt mortar decreased in different degrees. Along
with the increase of FB, the viscosity of asphalt mortar also
increased. No matter it is RM or LM, the viscosity showed a good
linear relationship with the test temperature, and even the mini-
mum R-Square in this limited study is 0.97. In the case of the same
temperature and FB, the viscosity of the RM is higher than that of
the LM; even the viscosity of 0.6 RM is higher than 0.9 LM. From
the perspective of viscosity, it exhibited that the high temperature
performance of the RM is better than that of the LM, the reason of
which is probably the difference in chemical component between
red mud and limestone powder.
4.2. Superpave high temperature binder criteria G⁄/sind
Superpave high temperature binder criteria G⁄/sind is widely
used to evaluate the high temperature performance of asphalt bin-
der. The PG (Performance Grade) of asphalt binder used in this
study is 76-22. The dynamic shear rheometer (DSR) test at 82 °C
was used to evaluate the high-temperature characteristics of
710 H. Zhang et al. / Construction and Building Materials 160 (2018) 707–713

asphalt mortar due to the great reinforcement effect of filler on

asphalt. Known from the results in Fig. 2, the G⁄/sind at 82 °C of
asphalt mortar increased with the increase of FB for both RM and
LM. It should be noted that when the FB was 0.3, the G⁄/sind of
RM was slightly higher than that of LM. However, when the FB
increased to 0.6 and 0.9, the G⁄/sind of RM was significantly larger
than that of LM. From this aspect, it implied that the high temper-
ature performance of the RM is superior than that of the LM, espe-
cially when the FB is not less than 0.6. This could probably mainly
due to the chemical component difference between red mud and
limestone powder.

4.3. MSCR test results

Recently, applicabilion of using the Superpave high temperature

binder criteria G⁄/sind in evaluating modified asphalt has raised
concerns [19]. Alternative parameters have been proposed to char-
acterize modified binders appropriately. D’Angelo [20] proposed
the MSCR test, in which the non-recoverable creep compliance Jnr
and the Percent Recovery were used to evaluate binder’s high tem-
perature properties. In this paper, MSCR test was conducted at 82
°C. To clearly distinguish the high temperature performance of RM
and LM, Percent Recovery and Jnr at 3.2 kPa rather than 1.0 kPa
were chosen for comparison. Fig. 3 illustrates that with the incor-
poration of red mud, the percent recovery increased and the Jnr
decreased, both varying patterns manifest that red mud as filler
can make asphalt more elastic and rigid. When it comes to the
results of the test of LM, although the increase of FB can lead to
the improvement of rigidity reflected by the Jnr index, the elastic-
ity, which can be implied by Percent Recovery, is almost constant.
Therefore, it is very worthy of attention that limestone powder
cannot improve the elasticity of mortar as shown in this limited
study. All in all, by test results of G⁄/sind and MSCR, it is safe to
conclude that RM has a better high temperature performance than
that of LM.

4.4. BBR test results

Bending Beam Rheometer is an instrument that can evaluate

the low temperature performance of asphalt material. The asphalt
binder with smaller creep stiffness modulus (S) and larger creep
slope (m) implies better crack resistance than that with larger S
and smaller m at low temperatures. In this paper, BBR was used
to measure S and m of asphalt and asphalt mortar at 24 °C,
Fig. 3. MSCR test results of asphalt and asphalt mortar.
18 °C and 12 °C. According to the results shown in Fig. 4, it is
clear that the filler has a negative impact on the low temperature
performance of asphalt. With the increase of FB, both LM and RM
will have a larger S and smaller m, which implies the poor cracking
resistance of low temperature. However, when it comes to the low
temperature performance comparison between RM and LM, it is
hard to draw a brief conclusion. For example, when the FB are
0.3 and 0.6, RM have smaller S and smaller m than that of LM.
However, when the FB is 0.9, RM has larger S and larger m than
that of LM. As a consequence, whether the traditional index, S
and m, in BBR test can be used to investigate crack resistance of
asphalt mortar with different chemical composition at low temper-
ature deserves further explore.

4.5. BBS test results

The bond strength between asphalt and aggregates is a crucial

Fig. 2. G*/sin r@82 °C of asphalt and asphalt mortar.
parameter in evaluating the capability of a binder to resist
moisture-induced damage. Many new methods have been devel-
oped to evaluate the adhesion property of asphalt, including the
BBS test. In this paper, BBS test was performed based on AASHTO
TP-91 to study the adhesion of asphalt and asphalt mortar. During
the test, asphalt film thickness is controlled at 0.2 mm and the
loading rate is 0.7 MPa/s; the aggregate substrate is basalt corre-
 H. Zhang et al. / Construction and Building Materials 160 (2018) 707–713
Fig. 4. BBR test results of asphalt and asphalt mortar.
sponding to the coarse aggregate (4.75 mm) used in the PA mix-
ture. Fig. 5 illustrates that after incorporation of limestone powder,
the tensile strength of asphalt mortar decreases compared with OB
without filler. The reason is that although the addition of filler can
Fig. 5. BBS test results of asphalt and asphalt mortar.
711
increase the viscosity of asphalt, part of the powder particles gath-
ering on the interface between asphalt and aggregate substrate
also brings the defect, leading to stress concentration and thus
reducing the adhesion of asphalt mortar. However, with the
increase of the FB, the viscosity of the LM increased rapidly, and
the positive effect of viscosity growth exceeded the negative
impact of stress concentration brought by addition of filler on
the adhesion. Finally, the bond strength of 0.9 LM is stronger than
OB. When it comes to the red mud filler, the bond strength
improved with the increase of FB. Even when the FB is 0.3, the
bond strength is larger than OB. This is due to the extremely higher
viscosity of RM than that of LM at the same FB in Brookfield Viscos-
ity test results. In addition, RM have a higher bond strength than
that of LM at the same FB. To sum up, RM shows a better adhesion
performance than that of LM.
4.6. Standard Cantabro test results
Fig. 6 shows that no matter it is RM or LM, with the increase of
FB, the Cantabro Loss decreases gradually, which means that the
lager FB provides a better adhesion and improved raveling resis-
tance of PA mixture. PA mixture with red mud as filler has better
raveling resistance than that of limestone powder with the same
FB in this paper. The conclusion drawn here can be confirmed by
the results of BBS test.
4.7. Air void and permeability test results
As is known to all, the excellent environmental-friendly perfor-
mance of PA mixture is due to its large air void content [21]. In this
paper, the air void content and permeability of PA mixture were
studied. Fig. 7 shows that the change of FB rarely affects the air
void content determined by volumetric method; this is because
of the little volume ratio of asphalt mortar in whole PA mixture.
However, with the increase of FB, the permeability notably
decreases. The reason is that asphalt mortar clogged the water
accessible void channel in PA mixture. In other words, although
FB has little impact on the whole air void percent, it plays an
important role on water accessible connected air void ratio and
permeability of PA mixture. It should be noted that in this paper
the maximum FB used in tests is 0.9; if the performance of PA mix-
ture with 1.2 FB be investigated, the permeability will even much
smaller and the asphalt content will be extremely high. This will
Fig. 6. Standard Cantabro test results of PA mixture with different FB.
712 H. Zhang et al. / Construction and Building Materials 160 (2018) 707–713

Fig. 7. Air Void and Permeability test results of PA mixture with different FB.

exert a harmful effect on environmental-friendly performance and

economic benefit of PA mixture [22].

4.8. Hamburg wheel tracking test and three types of Cantabro test
results

Finally, after comprehensive consideration of raveling resis-

tance performance, permeability and economic benefit of PA mix-
ture, 0.9 FB was chosen as the optimum FB in this study. Then
HWTD test was performed in a water bath to study the moisture
sensitivity and rutting resistance of PA mixture with 0.9 FB. The
air void content of the mixtures was controlled at 18.0%. Each spec-
imen was loaded for 10,000 cycles or until a 20-mm rut depth was
achieved. In addition, raveling resistance of PA mixture with 0.9 FB
under standard, water immersion and aging conditions were also
investigated. Fig. 8(a), after 10,000 cycles loading, the PA mixture
with red mud as filler shows better rutting and moisture resistance
than that of PA mixture with limestone powder as filler. In Fig. 8
(b), it can be clearly seen that PA mixture with red mud as filler
Fig. 8. Hamburg Wheel Tracking test and three kinds of Cantabro test results of PA
has better reveling, moisture and aging resistance than that of PA
mixture with 0.9 FB.
mixture with limestone powder as filler. In addition, there is a very
interesting finding that after the aging process, raveling resistance
of PA mixture has been improved significantly rather than reduced, significantly improve the percent recovery of asphalt. Hence,
which also can be confirmed in other studies [5,23]. This can be RM shows a better high temperature performance than that of
due to two reasons. First, the binder becomes stiffer and more brit- LM with the same FB.
tle during aging. It is speculated that this stiffening has much lar-  Red mud can improve adhesion performance of asphalt, while
ger impact than the increased brittleness of the binder. Second, the add of limestone powder showed a reduction in adhesion
after several decades of development, the aging resistance of poly- at lower FB (0.6). This is because a part of the powder particles
mer modified asphalt has been improved obviously. In some cases, gathering on the interface between asphalt and aggregate also
without a high enough temperature and long enough time, aging brings defect and leads to stress concentration so that decreases
will lead to the performance improvement of polymer modified the adhesion performance of asphalt mortar. However, when
asphalt and asphalt mixture prepared by this asphalt. the FB of LM increases to 0.9, the viscosity of the LM is rapidly
increasing, and the positive effect of the growth of viscosity
5. Conclusions and recommendations exceeds the negative impact of stress concentration brought
by addition of filler on the adhesion. Finally the bond strength
This study investigated the effects of filler type and ratio on the of 0.9 LM is stronger than OB, and RM has a better adhesion per-
rheological properties and adhesion of asphalt mortar, then formance of LM.
selected the optimum FB in this limited study to prepare PA mix-  With the increase of FB, the raveling resistance of PA mixture
ture for the performance tests. The following conclusions and rec- has been improved notably. However, larger FB will lead to
ommendations can be drawn from the test results and data the decrease in the permeability and increase of the asphalt
analysis: content. In view of raveling resistance performance, permeabil-
ity and economic benefit of PA mixture, 0.9 FB is recommended
 The addition of filler can increase the high temperature perfor- as the optimum FB from this limited study. When the FB is 0.9,
mance of asphalt, which can be indicated by G⁄/sind and Jnr3.2. PA mixture with red mud shows a better rutting, moisture, rav-
However, in this limited study, limestone powder cannot eling and aging resistance than that of PA mixture with lime
increase the percent recovery of asphalt, while red mud can powder.
 H. Zhang et al. / Construction and Building Materials 160 (2018) 707–713
 Red mud, a type of solid waste obtained from the aluminum
industry, can be used as a filler alternative to limestone powder
to enhance the certain performance of PA.
 The volumetric design method could be an alternative method
to design the asphalt mixture especially for porous asphalt.
Based on one constant volumetric concentrations to make com-
parisons between different mastics seems more reasonable than
the weight design method. Therefore, this method can be rec-
ommended since it may be addressed the limitation of weight
design method in some mixtures.
Acknowledgements
The research is supported by grants from Ministry of Science
and Technology of the People’s Republic of China (Grant No.
2016YFE0108200), National Natural Science Foundation of China
(Grant No. 5150080567), Academy of Science and Technology
Commission of Shanghai Municipality of China (Grant No.
16DZ1202004 and No. 17230711300), the Fundamental Research
Funds for the Central Universities (Grant No. 310822161126) and
Open Fund from Key Laboratory of Highway Construction and
Maintenance Technique in Loess Area and Shanxi Transportation
Research Institute (Grant No. KLTLR-Y14-3). The sponsorships are
gratefully acknowledged. The contents of this paper only reflect
the views of the authors and do not reflect the official views or
policies of the sponsors.
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