Road Materials and Pavement Design

ISSN: 1468-0629 (Print) 2164-7402 (Online) Journal homepage: http://www.tandfonline.com/loi/trmp20

Laboratory investigation of hot mix asphalt

containing waste materials

Mahyar Arabani, Seyed Amid Tahami & Mohammad Taghipoor

To cite this article: Mahyar Arabani, Seyed Amid Tahami & Mohammad Taghipoor (2016):
Laboratory investigation of hot mix asphalt containing waste materials, Road Materials and
Pavement Design, DOI: 10.1080/14680629.2016.1189349

To link to this article: http://dx.doi.org/10.1080/14680629.2016.1189349

Published online: 31 May 2016.

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 Road Materials and Pavement Design, 2016
http://dx.doi.org/10.1080/14680629.2016.1189349

Laboratory investigation of hot mix asphalt containing waste materials

Mahyar Arabani, Seyed Amid Tahami ∗ and Mohammad Taghipoor

Department of Civil Engineering, University of Guilan, Rasht, Islamic Republic of Iran

(Received 25 September 2015; accepted 8 May 2016 )

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It has been recognised with growing concern that agricultural and industrial wastes are increas-
ingly produced in large volume. In order to reduce environmental hazards and conserve natural
resources, the use of waste materials in highway pavements would be extremely effective in
terms of recycling waste materials. The main purpose of this study was to investigate the
effects of waste materials as filler on the performance of hot mix asphalt (HMA) mixtures.
HMA mixtures containing waste glass powder (WGP), waste brick powder (WBP), rice husk
ash (RHA) and stone dust (control mixture) were fabricated and the optimum asphalt binder
content was determined for each mixture. The properties of HMA mixtures were investigated
by Marshall, indirect tensile stiffness modulus and indirect tensile fatigue tests. The results
indicated that WGP and WBP mixtures exhibited higher fatigue life and better performance
than other mixtures. In addition, it was determined that there was no considerable difference
in the performance of RHA mixture and control mixture.
Keywords: filler; waste materials; hot mix asphalt; Marshall; stiffness modulus; fatigue

1. Introduction
Roads around the world have been widely paved using asphalt concrete mixtures. Asphalt mix-
tures include aggregates and an asphalt binder. The aggregates act as the skeleton to withstand
traffic loads and the asphalt binder leads to adhesion between aggregate particles (Read &
Whiteoak, 2003). The role of filler in asphalt mixtures is important, which is owing to the pos-
sibility of interaction between the filler and bitumen that can influence the characteristics of
the asphalt mixture. In addition, fillers with a high surface area lead to an increment in absorb-
ing bitumen, which changes the performance of asphalt mixtures (Lesueur, 2009; Liao, 2007;
Taylor, 2007). It was reported that filler type and content could affect the characteristics of asphalt
mixtures such as resistance to permanent deformation, fatigue behaviour and moisture sensitivity
(Chen et al., 2015; Suhaibani, Mudaiheem, & Fozan, 1992). The usage of waste materials should
be increased in pavement construction, and the performance of asphalt pavements containing
waste materials should be evaluated (Kandhal, 1993).
Waste materials can be mainly regarded as the following classifications: (a) industrial wastes
such as cellulose waste, slag, bottom ash and fly ash; (b) municipal/household wastes such as
incinerator residue, scrap rubber and waste glass; (c) mining wastes such as coalmine refuse
and (d) construction and demolition (C&D) wastes such as recycled concrete aggregates, and
brick (Ahmedzade & Sengoz, 2009; Arabani & Azarhoosh, 2012; Chen, Lin, Wu, & Liu, 2011).
Rice husk is obtained as a waste material from agricultural and industrial processes. Rice husk

*Corresponding author. Email: amidtahami378@yahoo.com

© 2016 Informa UK Limited, trading as Taylor & Francis Group

 2 M. Arabani et al.

ash (RHA) is the by-product produced during the combustion of rice husk waste in combus-
tor facilities. RHA can be considered as an agro-industry waste (Memon, Sheikh, & Akbar,
2011). Due to the increased cost of raw materials and decrease in natural resources, many
researchers are engaged in the evaluation of the feasibility of recycling industrial wastes as
asphalt mixture materials. These investigations about waste materials include plastic, polymer,
andesite, ceramic, waste tyre, reclaimed asphalt pavement, fly ash, seashell and marble dust
(Ali, Chan, Simms, Bushman, & Bergman, 1996; Arabani, Babamohammadi, & Azarhoosh,
2014; Chandra, Kumar, & Feyissa, 2002; Huang, Dong, & Burdette, 2009; Huang, Li, Pang,
& Eggers, 2004; Huang, Shu, & Vukosavljevic, 2011; Kalantar, Karim, & Mahrez, 2012; Lo
Presti & Airey, 2013; Moghaddam, Karim, & Syammaun, 2012; Sarang, Lekha, Krishna, &
Ravi Shankar, 2015; Tapsoba, Sauzéat, Di Benedetto, Baaj, & Ech, 2014; Uzun & Terzi, 2012).
The effect of fillers on resistance to micro-cracking was investigated and it was found that using
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fillers can increase the fatigue life of asphalt mixtures (Kim, Little, & Song, 2003). The annual
worldwide generation of paddy rice is 600 million tonnes in accordance with the Food and Agri-
culture Organization of the United Nations (Food and Agriculture Organization of the United
Nations, 2007). The amount of RHA produced by burning rice husk is estimated to be about
6.4 million tonnes, which does not have any application and may lead to environmental con-
tamination (Memon et al., 2011). The fuel of many rice milling plants has been supplied by
burning rice husk which produces RHA. The huge volume of RHA is useless and causes water
and environmental pollution. Considering these issues, many researchers have investigated the
characteristics of RHA and found that RHA can be used as a supplementary cementing material
in concrete (Chindaprasirt, Rukzon, & Sirivivatnanon, 2008; Ganesan, Rajagopal, & Thangavel,
2008; Nehdi, Duquette, & El Damatty, 2003; Saraswathy & Song, 2007). Other studies have
been performed on the potential use of reactive RHA as supplementary cementitious material
in mortars and concrete and found that RHA can improve the mechanical properties and dura-
bility of concrete (Metha, 1977; Zhang & Malhotra, 1996). It was suggested that biomass ashes
as a valid alternative to low-cost construction material can be used as mineral filler in asphalt
mixtures (Melotti, Santagata, Bassani, Salvo, & Rizzo, 2013). The use of demolition waste in
asphalt mixtures was investigated. It was found that the moisture susceptibility and cracking
resistance of mixtures containing demolition waste have been enhanced (Wu, Zhong, Zhu, &
Wang, 2013). Due to the pozzolanic nature of waste bricks, using crushed brick in concrete
could increase its long-term strength (Khatib, 2005; O’Farrell, Wild, & Sabir, 2001; Padmini,
Ramamurthy, & Matthews, 2002). In a study about modifying asphalt binder by brick powder,
it was mentioned that the temperature susceptibility of bitumen was improved by adding waste
brick powder (WBP) (Wu, Zhu, Zhong, & Wang, 2011). Another investigation was carried out
on the applicability of recycled red brick powder as mineral filler in asphalt mixtures and it was
found that using recycled red brick filler could decrease permanent deformation by both static
and dynamic creep tests at 60°C. Also, it was concluded that using recycled waste powder as
mineral filler can improve the properties of asphalt concrete (Chen et al., 2011). Global waste
crushed glass production is estimated to be approximately ten million tonnes per year (Wu, Yang,
& Xue, 2004). The dynamic behaviour of mixtures with different glass contents was evaluated
at various temperatures and it was concluded that the samples containing glass cullet had higher
stiffness modulus than the conventional asphalt mixes and 15% glass content was determined as
the optimal content (Arabani, 2011). Utilising glass cullet can reduce permanent deformation and
improve fatigue life in asphalt mixtures considerably (Shafabakhsh & Sajed, 2014). The usage
of waste materials in asphalt pavements is the most effective way for decreasing the exploitation
of natural resources and environmental pollution. In this laboratory investigation, the impacts of
utilising RHA, WBP and waste glass powder (WGP) as filler in hot mix asphalt (HMA) were
investigated.
 Road Materials and Pavement Design 3

2. Materials and experimental design

2.1. Aggregates
In this study, crushed and sharp-edged aggregates were used in asphalt mixtures. The physical
properties of the aggregates used in the mixtures are given in Table 1. The aggregates grading
for asphalt mixtures were obtained from the continuous type IV scale of the AASHTO standard
(AASHTO, 1993) which is presented in Table 2.

2.2. Bitumen
In this study, bitumen of 60/70 penetration grade from Isfahan Mineral Oil Refinery was used. In
order to determine the conventional rheological properties of asphalt binder, various tests were
conducted in the laboratory. The summary of the test results of the bitumen used in this study is
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presented in Table 3.

2.3. Fillers
In the present laboratory investigation, four types of fillers including WGP, WBP, RHA and
stone dust (SD) were used. Waste materials and raw aggregates were uniform in quality and
cleaned of foreign materials and impurities to obtain a quality asphalt mixture. Figure 1 shows

Table 1. Properties of aggregates.

Test Specification Result

Coarse aggregates
Bulk specific gravity (gr/cm3 ) ASTM C 127 2.633
SSD specific gravity (gr/cm3 ) 2.641
Apparent specific gravity (gr/cm3 ) 2.663
Fine aggregates
Bulk specific gravity (gr/cm3 ) ASTM C 128 2.638
SSD specific gravity (gr/cm3 ) 2.645
Apparent specific gravity (gr/cm3 ) 2.664
Abrasion loss (%) (Los Angeles) ASTM C 131 24.1
Flat and elongated particles (%) ASTM D 4791 17.2

Table 2. Gradation of aggregates used in the study.

Sieve (mm) 19 12.5 4.75 2.36 0.3 0.075

Lower–upper limits 100 90–100 77–74 28–58 5–21 2–10
Passing (%) 100 95 59 43 13 6

Table 3. Conventional rheological properties of asphalt binder.

Test Specification Result

Flash point (°C) ASTM D92 261

Softening point (°C) ASTM D36 50
Loss of heating (%) ASTM D1754 0.75
Specific gravity (25°; g/cm3 ) ASTM D70 1.022
Ductility (25°; cm) ASTM D113 112
Penetration Index (25°; 0.1 mm) ASTM D5 65
 4 M. Arabani et al.

Figure 1. Waste materials. (a) Waste glass, (b) waste brick and (c) RHA.

Table 4. Chemical analysis of fillers.

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Chemical composing WGP WBP RHA SD

CaO (%) 7.462 2.124 1.030 42.264

SiO2 (%) 71.41 66.95 91.42 17.32
Al2O3 (%) 1.213 16.747 0.114 3.591
Na2O (%) 12.048 1.173 1.120 1.034
K2O (%) 0.460 2.331 2.596 1.273
MgO (%) 3.723 1.460 0.821 0.901
ZnO (%) 0.042 0.028 0.016 0.027
SrO (%) 0.240 0.021 0.005 0.024
Fe2O3 (%) 0.302 6.102 0.197 0.712
SO3 (%) 0.286 0.121 0.572 0.027
LOI (%) 2.807 2.943 2.109 32.827

Figure 2. SEM images. (a) WBP, (b) WGP, (c) RHA and (d) SD.

the waste materials used in the experiment. The chemical compositions of the fillers which were
determined by X-ray fluorescence spectrometry are presented in Table 4. Additionally, particle
shape and surface analysis of the fillers were examined by scanning electron microscopy (SEM).
As shown in Figure 2, WBP and SD particles had angular shapes. RHA particles had an irregular
 Road Materials and Pavement Design 5

Table 5. Properties of fillers.

Test WGP WBP RHA SD

Percentage passing (%)

0.6 mm 100 100 100 100
0.3 mm 97.1 97.3 97.4 97.4
0.075 mm 88.6 90.1 89.7 90.3
Apparent specific gravity (g/cm3 ) 2.62 2.70 2.56 2.73

shape and porous surface, and WGP particles had a crushed structure and rough surface. The
physical properties of different types of fillers are shown in Table 5.
Waste glasses and red bricks were supplied from industrial factory and demolished buildings,
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respectively. At first, these wastes were crushed by a jaw crusher and then ground in a ball mill
for 15 min. Finally, each type of the waste powders was passed through the sieve size 0.075 mm.
Rice husk was collected in a local rice mill plant from Guilan Province in the northern part of
Iran. The RHA used for this investigation was produced by burning rice husks at 650°C in a
furnace for 2 h. The ash was ground in a ball mill for 15 min and then was passed through the
sieve size 0.075 mm. It was reported that the combustion condition affects the specific surface
area of RHA. Therefore, producing maximum reactivity of ash depends on the temperature and
environment (Nehdi et al., 2003). The highest amount of reactivity is obtained by burning rice
husk at the temperature of about 500–700°C (Nair, Fraaij, Klaassen, & Kentgens, 2008).

2.4. Sample preparation

The asphalt mixtures were prepared according to ASTM D1559 (ASTM, 2000). The aggregates
were heated to 160–170°C for 24 h before preparing HMA mixtures. Then, the asphalt binder was
heated to the temperature of 135–140°C before being mixed with aggregates. The amount of filler
for all studied mixture proportions was fixed to 6%. The optimum asphalt binder contents were
found to be 5.4%, 5.9%, 5.7% and 5.1% for SD, WBP, RHA and WGP mixtures, respectively.
The mixtures were compacted by a Marshall hammer with 75 blows per side. In this laboratory
investigation, for each mixtures, three samples were prepared.

3. Experimental procedure
3.1. Marshal test
Marshall stability (MS) and flow test was conducted on the cylindrical samples according to
ASTM D1559 (ASTM, 2000). The prepared samples were placed in a water bath at 60°C; after
30 min of immersion in the water bath, Marshall test was conducted. The optimum asphalt binder
content was determined by taking the average value of the asphalt binder contents corresponding
to the maximum bulk specific gravity, maximum stability, 4% air voids in the total mixture and
80% voids in the aggregate filled with asphalt.

3.2. Indirect tensile stiffness modulus test

Indirect tensile stiffness modulus test (ITSM) was conducted based on ASTM D4123 (ASTM,
2000) to determine stiffness modulus. Stiffness modulus is the most important characteristic of
an asphalt mixture, which indicates the ability of asphalt pavement layers to distribute traffic
loads among themselves. It is the measure of the response of asphalt pavement layers to the
 6 M. Arabani et al.
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Figure 3. Relationship between deformation and load application in ITSM test (Arabani, Haghi, Mirab-
dolazimi, & Haghgoo, 2006).

applied stresses and corresponding strains (Gómez-Meijide & Pérez, 2014; Kok & Yilmaz, 2009;
Moreno-navarro, Sol, Rubio-Gamez, & Ramirez, 2013). In the stiffness modulus test, repeated
haversine load pulses at the frequency of 1 Hz (0.1 s loading and 0.9 s rest) were used. Figure 3
displays the deformation corresponding to each load application with time changes. The samples
were tested at two temperatures of 25°C and 40°C. Three samples were fabricated for each test.
Based on the test data, the stiffness modulus was computed according to the following equation:

P(ν + 0.27)
Sm = , (1)
tH

where Sm is stiffness modulus (MPa), P is repeated load (N ), t is the sample’s thickness (mm),
H is the recoverable horizontal deformation (mm) and ν is the Poisson ratio (an assumed
Poisson ratio of 0.35 was used).

3.3. Indirect tensile fatigue test

Indirect tensile fatigue test (ITFT) was performed for predicting the fatigue life of bituminous
mixtures by the universal testing machine. The fatigue behaviour of a flexible pavement has a
direct impact on the cracking resistance of HMA mixtures (Shu, Huang, & Vukosavljevic, 2008).
Fatigue test could be performed in two procedures, loading with constant stress and loading with
constant strain. In the first procedure, the stress was kept constant, while the applied pulses num-
ber of loading with strain increased. In the second procedure, the strain was held constant and the
applied pulses number of loading with stress reduced during the test (Arabani, Mirabdolazimi,
& Sasani, 2010). In this study, cylindrical specimens with 40 mm height and 101 mm diameter
were prepared for fatigue test. The ITFT was conducted under controlled stress conditions at 5°C,
25°C and 40°C, with constant stresses of 250 and 400 kPa. The loading time was 0.1 s, and 0.4 s
was considered for rest period. Failure of mixes occurred when the vertical deformation reached
9 mm, or the specimen collapsed, whichever came first. Fatigue life of an asphalt mixture is
related to the tensile strain. Laboratory test results demonstrated that fatigue cracks are mainly
generated because of the concentration of tensile stresses at the bottom of the HMA layer caused
by traffic loads, and there is a relation between the strain at the bottom of the asphalt pavement
layer and the number of cycles to failure, regardless of the mode of loading (controlled stress and
 Road Materials and Pavement Design 7

controlled strain) (Artamendi & Khalid, 2013; Chiangmai, 2010). There are many fatigue mod-
els for predicting fatigue life of asphalt pavements using the regression analysis of experimental
data. A linear relationship between strain and fatigue life could be obtained in the logarithmic
scale by a regression analysis. Wohler’s fatigue prediction model was developed by a regres-
sion analysis to predict the fatigue life of mixtures, which is given in Equation (2) (Medani &
Molenaar, 2000; Moghadas Nejad, Azarhoosh, & Hamedi, 2014; Thom, 2006):

 b
1
Nf = a (2)
εt

where N f is the number of cycles to failure of the specimen, εt is the applied strain and b power
is usually about 4.
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4. Results and discussion

4.1. Marshall test
Marshall stability is one of the important factors in HMA pavements, which indicates the ability
of HMA pavements to resist deformation caused by the applied loads (Akbulut, Gurer, & Cetin,
2011). As shown in Table 6, the best stability value (i.e. 1390 kg) was obtained from the mixtures
with WGP. For WBP, RHA and SD mixtures, the stability values were 1281, 1021 and 1145 kg,
respectively. The mixture’s stability value with SD filler was 12% higher than that of the mixtures
with RHA. WGP and WBP mixtures had 21% and 12% higher MS than the SD ones. According
to the Iran Highway Asphalt Paving Code (Code-234, 2011), minimum MS must be 800 kg in
HMA mixtures.
According to Table 6, the mixtures with SD had the highest bulk specific gravity value
(2.600 g/cm3 ) among the mixtures. The maximum bulk specific gravities of WGP, WBP and
RHA mixtures were found to be 2.511 g/cm3 , 2.540 g/cm3 and 2.413 g/cm3 , respectively. The
lowest specific gravity of RHA among the fillers might be one of the reasons that the RHA
mixture had lower density than other mixtures.
Flow value which is an indicator of the plasticity and flexibility properties of asphalt mixtures
is the total movement or strain occurring in the sample between no load and maximum load
during the stability test (Uzun & Terzi, 2012). Table 6 shows the variation in flow values in

Table 6. Results obtained by the Marshall test for mixtures with various filler types.

Properties
Bulk specific
Marshall gravity flow Air voids VMA VFB MQ
Mixture type stability (kg) (g/cm3 ) (mm) (%) (%) (%) (KN/mm)

WGP 1390 2.511 2.25 3.67 16.19 74.16 6.17

Standard deviation 96.3 0.0223 0.42 1.16 0.83 6.3 0.28
WBP 1281 2.54 2.96 3.64 16.52 76.69 4.33
Standard deviation 101 0.027 0.61 1.48 1.07 7.14 0.23
RHA 1021 2.413 3.37 7.15 24.5 58.4 3.02
Standard deviation 95 0.0311 0.56 2.65 1.59 8.58 0.29
SD 1145 2.6 2.8 3.3 14.46 77.74 4.08
Standard deviation 107 0.0199 0.51 1.7 1.27 6.73 0.31
 8 M. Arabani et al.

relation to four types of mixtures. The flow values for WGP, WBP, RHA and SD mixtures were
found to be 2.25, 2.96, 3.37 and 2.80 mm, respectively. Flow value represents the deformation
of a mixture which has a linear relationship with internal friction. Moreover, maximum flow
value shows the maximum plasticity of a mixture and minimum flow value indicates the brittle
behaviour of the asphalt mixture (Asphalt Institute, 1993). The flow of an asphalt mixture is
directly affected by the stiffness of the asphalt binder (Lavin, 2003). Furthermore, it has been
demonstrated that there is a direct relationship between filler type and stiffness of the asphalt
binder (Hesami, 2014; Kim et al., 2003). WGP filler may increase considerably the stiffness of
the asphalt binder, which led to decrease the flow of mixtures containing WGP filler. According
to the Iran Highway Asphalt Paving Code (Code-234, 2011), the flow value in the HMA mixtures
must be between 2 and 3.5 mm.
Void is the important parameter of an asphalt mixture and has an inverse relationship with
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asphalt binder content (Akbulut et al., 2011; Akbulut, Gurer, Cetin, & Elmacı, 2012; Lavin,
2003). It can be seen in Table 6 that using RHA increased air voids of the mixture. The air void
values for WGP, WBP, RHA and SD mixtures were obtained as 3.67%, 3.64%, 7.15% and 3.30%,
respectively. Void content of the RHA mixture was approximately twice higher than that of the
control mixture. According to the Iran Highway Asphalt Paving Code (Code-234, 2011), air void
content in the HMA mixtures must be between 3% and 5%. It was reported that interconnected
voids can be created in an asphalt mixture which has higher air voids than the specification
limit. This allows water to flow throughout the mixture, thus the mixture becomes permeable to
water (Lavin, 2003). It has been indicated (Hudson & Davis, 1965) that permeability not only
is affected by the air void content, but also is dependent on the size of air voids, so mixtures
without interconnected voids, but with high air voids could be resistant to moisture intrusion.
In the study by Vivar and Haddock (2006), there was no difference between the permeability of
mixtures with 8%, 6% and 4% air voids, and it was determined that HMA mixtures containing
less than 8% of air voids were impermeable to moisture. From Table 6, the air void content of
RHA mixtures (7.15%) was above the specification limit. At this air voids level, RHA mixtures
may be susceptible to moisture damage, which was not the case in the study in this research.
Considering satisfactory MS and flow of RHA mixtures, as the laboratory investigation, the
fatigue performance and stiffness modulus of RHA mixes were evaluated.
Voids in mineral aggregate (VMA) is the volume of inter-granular void space between the
aggregate particles of a compacted asphalt mixture, including the air voids and volume of bitu-
men not absorbed into the aggregates (Akbulut et al., 2011; Lavin, 2003; Roberts, Kandhal,
Brown, Lee, & Kennedy, 1996). As can be seen in Table 6, the percentages of VMA samples
containing WGP, WBP, RHA and SD were obtained as 16.19%, 16.52%, 24.50% and 14.46%,
respectively. The VMA of the mixture containing RHA was higher than that of the other mix-
tures, which could increase the absorbance of bitumen because of high levels of porosity in the
surface of RHA particles.
Void filled with bitumen (VFB) is considered as the percentage of VMAs that are filled with
bitumen (Lavin, 2003). As can be seen in Table 6, the mixtures containing WGP, WBP and
SD had almost similar percentages of VFB. According to the results, VFB values were deter-
mined as 74.16%, 76.69%, 58.4% and 77.74% for the mixtures with WGP, WBP, RHA and
SD fillers, respectively. According to the Iran Highway Asphalt Paving Code (Code-234, 2011),
VFB values in the HMA mixtures are between 65% and 75%.
Marshall quotient (MQ) is defined as the ratio of stability (kN) to flow (mm), which is the
potential of the material’s resistance to permanent deformation and rutting (Zoorob & Suparma,
2000). MQ values for all mixtures are presented in Table 6. MQ values for the mixtures con-
taining WGP, WBP, RHA and SD were found to be 6.17 KN/mm, 4.33 KN/mm, 3.02 KN/mm
and 4.08 KN/mm, respectively. WGP and WBP mixtures’ MQ were higher by 51% and 6%,
 Road Materials and Pavement Design 9

respectively, than that of the control mixture, while RHA mixture’s MQ was 26% lower than
that of the control mixture.

4.2. Stiffness modulus test

Findings of the ITSM test at 25°C for different mixtures are depicted in Figure 4. It can be
observed that WGP and WBP mixtures caused improvement in the stiffness modulus compared
with the control mixture. The stiffness modulus of the control mixture at 25°C was found to
be 1310 MPa, which was increased to 2137 and 1822 MPa by WGP and WBP fillers, respec-
tively, that is, 63% and 39% in the stiffness modulus compared with the control mixture. The
stiffness modulus of RHA mixture was obtained as 1267 MPa at 25°C, which was 3% lower than
that of the control mixture. In addition, as shown in Figure 4, using WGP and WBP as fillers
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improved stiffness modulus at 40°C. The stiffness modulus values of the WGP, WBP, RHA and
SD mixtures at 40°C were found to be 1120, 862, 484 and 544 MPa, respectively. The mixtures
containing WGP and WBP increased the stiffness modulus by approximately 2.05 and 1.6 times
higher than the control mixture at 40°C. The stiffness modulus of the RHA mixture was lower
by about 8% in comparison to the control mixture.
According to the results, by increasing temperature, the stiffness modulus of all the mixtures
decreases. The viscosity and stiffness modulus of an asphalt binder decrease at higher tempera-
ture. In consequence of decreasing the viscosity and stiffness modulus of an asphalt binder, the
cohesion between the aggregates declines and materials of the mixture could easily slide and
cause a decrement in the stiffness modulus of the mixture (Meor & Teoh, 2008). Figure 4 shows
that the stiffness modulus of the WGP mixture was less sensitive to the increment in temperature.
Stiffness modulus of the WGP, WBP, RHA and SD mixtures was decreased 47%, 53%, 62% and
58%, respectively, by increasing the temperature from 25°C to 40°C, showing that WGP and
WBP mixtures are more suitable for hot climate.
It has been found that MQ can estimate the rutting behaviour of asphalt pavements, and mix-
tures with higher MQ have higher capability in terms of resistance to rutting (Hinislioğlu & Ağar,
2004; Whiteoak, 1991). High MQ values indicate a stiffer mixture and better ability to distribute
the applied load (Arabani & Azarhoosh, 2012). According to Figures 4 and 5, it can be seen that
MQ values had good correlation with stiffness modulus for the evaluation of the stiffness of the
asphalt mixture. At both temperatures, the highest MQ and stiffness modulus were obtained for
the WGP mixtures, followed by WBP, SD and RHA mixtures.

Figure 4. Stiffness modulus for different types of filler at 25°C and 40°C.
 10 M. Arabani et al.
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Figure 5. MQ values for different mixtures.

4.3. Indirect tensile fatigue test

The number of cycles needed for the failure and the final strain of asphalt mixtures at different
stresses and temperatures are shown in Figures 6–9. These figures demonstrate that using WGP
and WBP fillers causes the mixtures to improve fatigue life. For example, according to Figure 6,
the fatigue life of mixtures containing WGP and WBP fillers at 5°C and 250 kPa increased by
219% and 193%, respectively, in comparison with the control mixture, while the fatigue life
of the RHA mixture was 2% lower than that of the control mixture, which is not considerable.
As shown in Figures 8 and 9, using WGP and WBP fillers led to the reduction of strain val-
ues of HMA mixtures. However, using RHA filler caused the mixture to increase strain values.
In addition, the results indicated that the fatigue life of samples was decreased by increasing
the temperature, which indicates the negative effect of increasing temperature on the fatigue
behaviour of asphalt mixtures.
As shown in Figure 10, the fatigue prediction models for mixtures were presented according
to the ITFT results obtained in this laboratory investigation. Figure 10 showed that there is a
linear relationship between final tensile strain and fatigue life in the logarithm scale. Coefficients

Figure 6. Number of cycles required for failure versus the temperature for different mixtures at a stress
level of 250 kPa.
 Road Materials and Pavement Design 11
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Figure 7. Number of cycles required for failure versus the temperature for different mixtures at a stress
level of 400 kPa.

Figure 8. Final tensile strain versus temperature for different mixtures at a stress level of 250 kPa.

Figure 9. Final tensile strain versus temperature for different mixtures at a stress level of 400 kPa.

of the fatigue models for all mixtures are presented in Table 7. It can be concluded from these
models that using WGP and WBP as fillers improved the fatigue life of mixtures and decreased
the final tensile strain of mixtures, while using RHA as the filler could cause a small decrease in
the fatigue life and increase final tensile strain. Researches showed that the stiffness of asphalt
 12 M. Arabani et al.
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Figure 10. Comparison of the proposed models for the fatigue life of different mixtures.

Table 7. Coefficients of fatigue prediction models.

Coefficients of the fatigue models

HMA mixtures a b Fatigue model R2

WGP 6E + 08 − 2.694 Nf = 6E + 08ε −2.694 0.829

WBP 1E + 10 − 3.383 Nf = 1E + 10ε −3.383 0.925
RHA 1E + 09 − 2.854 Nf = 1E + 09ε −2.854 0.848
SD 6E + 08 − 2.723 Nf = 6E + 08ε −2.723 0.969

mixtures has a direct relationship with fatigue life; it means that stiffer mixtures have better
resistance to fatigue damage (Mahrez & Karim, 2010; Nejad, Aflaki, & Mohammadi, 2010).
With regard to different performances of studied mixtures containing WGP, WBP, RHA and
SD fillers, it is possible to state that the physical and chemical properties of a filler can a play
major role in HMA mixture performance. During the mixing process at high temperatures, the
asphalt and filler come together to form an asphalt–filler mastic, which coats coarser mineral
aggregates in the HMA mixture. The physico-chemical interaction between an asphalt and a
filler affects the asphalt–filler mastic properties, which can modify significantly the properties
of the asphalt mixture. Physical properties of the filler such as size, size distribution, shape,
angularity, surface texture and the chemical composition of filler can potentially have a consid-
erable effect on the asphalt–filler mastic (Delaporte, Di Benedetto, Chaverot, & Gauthier, 2009;
Hesami, 2014; Jiménez, Recasens, & Martínez, 2008; Kim et al., 2003; Shashidhar & Romero,
1998; Tayebali, Malpass, & Khosla, 1998). Based on the SEM images, it was noticed that the
WGP particles had sharp edges and a crushed structure. RHA particles had irregular shapes and
a porous surface. SD particles were more angular in shape than WBP particles, while WBP par-
ticles were finer than SD particles. It can be inferred from the test results that the physical and
chemical properties of WGP and WBP fillers may result in an appropriate physico-chemical
interaction with asphalt, which could provide excellent asphalt–filler mastics that might cause
WGP and WBP mixtures to exhibit better performance compared to other mixtures.

5. Conclusion
In this laboratory investigation, the feasibility and effects of different waste materials were
assessed. Therefore, various laboratory tests were used, namely, the Marshall, the ITSM and
 Road Materials and Pavement Design 13

the ITF tests, to evaluate the characteristics of HMA mixtures containing WGP, WBP, RHA and
SD (conventional filler). The following results were drawn.

• The best stability value was obtained from the mixture with WGP, followed by WBP, SD
and RHA, and the lowest flow value was obtained in order for WGP, SD, WBP and RHA
mixes. WGP mixes with the highest stability and lowest flow exhibited remarkable MQ
value. The highest MQ was obtained, respectively, for SD, WBP, WGP and RHA mixtures.
• The lowest air void contents were found for SD, WBP, WGP and RHA mixtures, respec-
tively. As mentioned, there was an inverse relationship between VFB and air voids;
therefore, the highest VFB was determined in the order of RHA, WGP, WBP and SD
mixtures. Considering higher air void contents in WGP and RHA mixtures and the lower
specific gravity of WGP and RHA fillers, the highest density was obtained for SD, WBP,
Downloaded by [University of Nebraska, Lincoln] at 02:44 31 May 2016

WGP and RHA mixtures, respectively.

• At both temperatures of 25°C and 40°C, the highest stiffness modulus values of the
mixtures were obtained from the mixture with WGP, followed by WBP, SD and RHA.
According to the results, the difference in stiffness modulus between SD and RHA mixtures
was not significant.
• The results obtained by ITFT showed that using WGP and WBP as fillers improved the
fatigue behaviour of mixtures by increasing fatigue life and decreasing final strain. In
addition, there was no notable difference between the fatigue life of RHA mixtures and SD
mixtures.
• The test results revealed that the physicochemical interaction between asphalt and WGP
and WBP fillers might be more efficient than that with other fillers, which led to appropriate
asphalt–filler mastics that might enhance considerably the performance of WGP and WBP
mixtures.
• RHA mixtures with higher air voids than the specification limit may be susceptible to
moisture damage, so it is recommended that RHA mixtures be used either in arid climates
or in any climates if it is determined that there is no probability of moisture damage by
assessing moisture susceptibility.

Based on the results, in consequence of increased awareness of environmental issues and nat-
ural resources constraints, the studied waste materials can be advantageously utilised in road
construction.

Disclosure statement
No potential conflict of interest was reported by the authors.

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