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International Journal of Pavement Engineering

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Experimental investigation of seashells used as filler in

hot mix asphalt
a a b
M. Arabani , S. Babamohammadi & A.R. Azarhoosh
a
Department of Civil Engineering, University of Guilan, P.O. Box 3756, Rasht, Iran
b
Department of Civil & Environmental Engineering, Amirkabir University of Technology,
Tehran, Iran
Published online: 30 Jul 2014.

To cite this article: M. Arabani, S. Babamohammadi & A.R. Azarhoosh (2014): Experimental investigation of seashells used as
filler in hot mix asphalt, International Journal of Pavement Engineering, DOI: 10.1080/10298436.2014.943132

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 International Journal of Pavement Engineering, 2014
http://dx.doi.org/10.1080/10298436.2014.943132

Experimental investigation of seashells used as filler in hot mix asphalt

M. Arabania1, S. Babamohammadia2 and A.R. Azarhooshb*
a
Department of Civil Engineering, University of Guilan, P.O. Box 3756, Rasht, Iran; bDepartment of Civil & Environmental Engineering,
Amirkabir University of Technology, Tehran, Iran
(Received 10 July 2013; accepted 4 November 2013)

The construction and maintenance of roads consume a large amount of virgin aggregate. The use of waste, instead of virgin
materials, helps reduce demand for the extraction and landfill, which causes environmental protection and cost reduction. In
this study, the use of seashell as a replacement of virgin filler was assessed in hot mix asphalt (HMA). The results of a
laboratory study for evaluating the properties of HMA mixtures were investigated using indirect tensile fatigue, indirect
tensile strength and permanent deformation tests. The results indicated that the application of seashells as a mineral filler
improved the fatigue life and permanent deformation of HMA at different temperatures. It was also determined that the
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mixtures with seashells showed lower moisture susceptibility than conventional HMA. The study showed that seashells in
the dust form could be used as a filler material in HMA when being available.
Keywords: HMA; seashell; fatigue life; permanent deformation; stripping

1. Introduction Mineral fillers are added to asphalt paving mixtures to

Hot mix asphalt (HMA) concrete is a combination of
aggregate and asphalt. The aggregate acts as the structural
skeleton of the mixture and the asphalt acts as the glue of
the mixture. The mineral aggregate, including coarse and
fine particles and filler in asphalt paving mixtures,
encompasses approximately 90% of HMA volume. The
properties of the aggregate have a direct and significant
effect on the performance of asphalt pavements (Kandhal
et al. 1977).
The filler is defined as a mineral powder consisting of
72% particles with a size under 71 mm which is obtained
by crushing of any natural basic rock (limestone, dolomite,
granite, chalk-stone, asphaltic rocks) and also by hydrated
lime in the powder (Gugiuman 1996). In the composition
of concretes and asphalt grout, the filler is a mandatory
component which should fulfill certain requisites:
1. It should not react chemically with binding agents.
2. It should ensure good adhesiveness of the binding
agent on the filler granule.
3. Its granules should not be porous in order not to
increase the binding agent consumption through
absorption.
4. It should not selectively adsorb certain components
of the asphalt, which might lead to the incongruous
modification of the binding agent’s characteristics.
5. It should have adequate strength.
6. It should have adequate coat ability.
7. The humidity should be 2% at maximum (Nicoara
and Costescu 1992).
fill voids in the aggregate and reduce the voids in the
mixture. However, addition of mineral fillers is dual-
purpose when added to HMA. A portion of the mineral
filler that is finer than the asphalt film thickness mixed with
asphalt forms a mortar or mastic and contributes to
improved stiffening of the mixture. This modification to
the asphalt that may take place due to addition of mineral
fillers could affect properties of HMA such as rutting and
cracking. Another portion of fillers larger than the asphalt
film thickness behaves as a mineral aggregate and serves
to fill the voids between aggregate particles, thereby
increasing the density and strength of the compacted
mixture (Bouchard 1992).
In this study, the use of seashell powder as a
replacement of virgin filler in HMA was assessed. Since
there are plenty of seashells in northern Iran (about
15,000 tons/year), their usage can reduce extraction of raw
materials and reduce their high abundance in the
environment. The collected seashells had some soil and
marine debris that had to be properly washed before being
used.
In addition, it is believed that seashell can improve
flexible pavement performance against all damages.
Fatigue cracking, low-temperature cracking and rutting
are the three major distresses of flexible pavements (Shu
et al. 2008).
Fatigue cracking is primarily caused by repeated traffic
loading and environmental conditions leading to signifi-
cant reduction in the serviceability of flexible pavements.
The cracking resistance of HMA mixtures is directly

*Corresponding author. Email: a.r.azarhoosh@aut.ac.ir

q 2014 Taylor & Francis
 2 M. Arabani et al.
related to the fatigue performance of flexible pavements.
Therefore, the fatigue behaviour of HMA mixtures has
been intensively studied for many years (Kim 2003). Also,
with the increase of heavy traffic volume in roads, rutting
effect has been turning to one of the most important
failures, especially in tropical regions. Two main
mechanisms exist that cause rutting. The first is the
pavement’s densification, decrease of volume and increase
of density. Second is shear deformation, plastic flow with
no change in the volume (Al-Hadidy and Yi-qiu 2009).
On the other hand, when the air voids in the mixture
are greater than 8% by volume (for a typical dense graded
HMA), they may allow water to easily penetrate the HMA
and cause moisture damage. Moisture damage can be
generally classified in two mechanisms: (a) loss of
adhesion and (b) loss of cohesion. The loss of adhesion is
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due to water penetration between the asphalt and the
aggregate and stripping away the asphalt film. The loss of
cohesion is due to the softening of asphalt concrete mastic.
The two mechanisms being interrelated, a moisture
damaged pavement may be a result of the combination
of both mechanisms (Lottman 2001).
Because fillers (especially, the ones obtained from
limestone) in HMA decrease air voids and improve bond
between asphalt cement and aggregate, thus, they can
decrease moisture damage.
1.1 Literature review
There is no study on the use of seashells in HMA so far, but
it is used as a part of the aggregate in the concrete. Garcia
et al. (2009) evaluated using seashells as aggregates in the
mortars and concrete. Test results showed that it cannot be
regarded as aggregate since the characteristics found in
seashells do not meet the properties required for coarse
aggregates. Therefore, it was tested as a mortar. The results,
however, were compared with the requirements for
structural concrete since the mixture containing the
seashells was to be used as such. The purpose of the
study was to learn more about the physical/chemical and
mechanical properties of seashells in order to ensure its
proper use. In another study, Bezerra et al. (2011) presented
an experimental study on the use of seashells of molluscs as
filler aggregates. Mortar specimens were prepared with
0%, 5%, 10%, 15%, 20% and 30% addition by mass to
Portland cement. The seashells were ground and passed the
325 mesh sieve (0.044 mm). The material was character-
ised by X-ray diffraction (XRD) and X-ray fluorescence.
Two conditions were analysed: with seashells in a raw and
burned state. The obtained results confirmed the effect of
filler material, which suggested its use as a partial
replacement for cement.
However, many researchers have carried out labora-
tory experiments related to the effects of fillers on the
dynamic behaviour of asphalt’s concrete mixtures. The
study conducted by Alvarez et al. (2012) focused on the
analysis of the filler effect on asphalt –aggregate interfaces
of HMA based on thermodynamic properties (i.e.
measurements of surface-free energy performed on
asphalts, mastics (asphalt – filler combinations) and aggre-
gates). The corresponding results suggested that inclusion
of filler in the asphalt led to changes in the resistance to
both fracture and moisture damage of the mastic –
aggregate systems and wettability of the mastic over the
aggregate as evaluated in terms of energy parameters.
In the literature, the use of fillers such as recycled brick
powder, marble dust, crumb rubber, silica fiberglass and
carbon black as modifiers is discussed for HMA (Fritschy
and Papirer 1979, Yamaguchi et al. 2005, Akbulut and
Guler 2007, Karasahin and Terzi 2007, Chui-Te 2008,
Jianying et al. 2009, Chen et al. 2011a). Uzun and Terzi
(2012) evaluated using andesite collected during the
shaping process of andesite blocks in HMA as mineral
filler. Using optimum asphalt content (OAC) and the same
limestone aggregate and aggregate gradation as the
andesite waste mineral filler, the mixtures were prepared
and their stability values were determined. When
comparing all the mixtures, the mixtures with 6% andesite
mineral filler showed the highest stability, but this stability
value was less than the limestone mixtures with 4% asphalt
content. In addition, the optimum bitumen mixtures
containing 6% andesite and limestone were determined.
Following this, it was found that 5% asphalt content
provided the best stability value.
Chen et al. (2011b) investigated the effect of using
recycled fine aggregates powder (RFAP) as filler in HMA.
In this study, RFAP was used as the filler in HMA by
totally replacing conventional limestone powder (LP).
First, the properties of RFAP were studied by XRD,
scanning electron microscopy and X-ray fluorescence
spectroscopy. Then, the indirect tensile strength (ITS) and
modulus tests, three-point bending tests, dynamic creep
tests and fatigue tests were conducted to compare the
properties between HMA with RFAP and traditional HMA
with LP. The results indicated that RFAP could improve
the properties of HMA such as including water sensitivity
and fatigue resistance. However, it might cause a little
decrease in the low-temperature performance. All the
results indicated that the RFAP could be used in asphalt
pavement, especially in hot regions.
1.2 Objectives
The purpose of this study was to examine the possibility of
using seashells in different amounts for asphalt pavement.
Therefore, the indirect tensile fatigue, ITS, dynamic and
static creep tests were used to assess effect of seashells on
HMA. The behaviour of the mixtures was compared with
each other and the effect of each mixture parameter was
investigated.
 International Journal of Pavement Engineering 3

Table 1. Physical properties of the aggregate.

Test Standard Granite Specification limit

Specific gravity (coarse agg.) ASTM C 127
Bulk 2.654 –
SSD 2.667 –
Apparent 2.692 –
Specific gravity (fine agg.) ASTM C 128
Bulk 2.659 –
SSD 2.661 –
Apparent 2.688 –
Specific gravity (filler) ASTM D854 2.656 –
Los Angeles abrasion (%) ASTM C 131 19 Max 45
Flat and elongated particles (%) ASTM D 4791 6.5 Max 10
Sodium sulfate soundness (%) ASTM C 88 1.5 Max 10 – 20
Fine aggregate angularity ASTM C 1252 56.3 Min 40
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The specific objectives of this study were to: seashells that are produced after the death of the
animals are often found in the beaches by waves. In
. study the effect of adding seashell on the HMA
this study, the seashells in laboratory were crushed with
properties,
a cone crusher. Then, the washed-sieve analysis (ASTM
. evaluate the behaviour of HMA mixtures under
C136) were used to determining the amount of material
indirect tensile fatigue, dynamic and static creep
passing the No. 200 sieve. The chemical compositions
tests with and without seashell and
of fillers are given in Table 4. The results indicated that
. evaluate the effect of seashell on the moisture
silicon dioxide was the minor element present in these
damage of HMA.
fillers.

2. Materials
2.1 Aggregate and asphalt 3. Mixture design
In the present study, the granite aggregate was obtained The HMA were designed using the standard Marshall
from the Loye mine in Guilan Province, Iran. The physical mixture design procedure with 75 blows on each side
properties of granite are shown in Table 1. Asphalt, 60/70 of cylindrical samples. The samples were compacted
penetration grade obtained from Isfahan Petroleum and tested by deploying the following standard
Refineries, was used as the asphalt for mixture preparation. procedures: the bulk specific gravity (ASTM D2726),
The properties of the asphalt are presented in Table 2. the stability and flow test (ASTM D1559) and the
Also, the gradation of aggregates used in the present study maximum theoretical specific gravity (ASTM 2000).
(the median limits of ASTM specifications for dense Four HMA were investigated. The first mixture was
aggregate gradation) is shown in Table 3. an asphalt concrete one in which all the used fillers
were granite. This mixture was called the control
2.2 Additives mixture.
Seashells as parts of the animal body that live in the Alternatively, in the other mixtures, seashells were
sea are hard and have protective outer layer. Empty used as the filler. Two series of Marshall specimens
were fabricated. The first series of specimens contained
Table 2. Results of the experiments conducted on 60/70 various concentrations of asphalt to determine the
penetration grade asphalt. optimal asphalt content. The second series was produced
at the optimal asphalt content to evaluate the HMA
Test Standard Result
mechanistic properties. For each aggregate, blend and
Penetration (100 g, 5 s, 258C), ASTM D5-73 64 asphalt content, at least three samples were produced to
0.1 mm determine the reproducibility of the results (ASTM
Penetration (200 g, 60 s, 48C), ASTM D5-73 23 2000). A detailed description of the replacements and
0.1 mm
Penetration ratio ASTM D5-73 0.36 the OAC of mixtures are shown in Table 5. As can be
Ductility (258C, 5 cm/min), cm ASTM D113-79 112 seen in Table 5, use of seashells in HMA as fillers
Solubility in trichloroethylene (%) ASTM D2042-76 99 increases the OAC due to more absorption of the
Softening point (8C) ASTM D36-76 51 seashells compared with granite. Therefore, higher OAC
Flash point (8C) ASTM D92-78 262 may increase the cost of HMA, which may limit the
Loss of heating (%) ASTM D1754-78 0.75
application of seashell fillers.
 4 M. Arabani et al.

Table 3. Gradation of aggregates used in the present study.

Sieve (mm) 19 12.5 4.75 2.36 0.3 0.075
Lower – upper limits 100 90 – 100 44 – 74 28 – 58 5– 21 2 – 10
Passing (%) 100 95 59 43 13 6

Table 4. The chemical composition of the seashells.

Component CaO Fe2O3 SiO2 SrO SO3 Cr2O3 Al2O3 MgO Na2O K2O
Seashell 94.09 0.92 0.88 0.74 0.50 0.45 0.23 0.49 0.93 0.62

4. Experimental setup and procedure (Moghadas Nejad et al. 2012). Using a regression analysis,
4.1 Indirect tensile fatigue test the fatigue equations were developed which were in the
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form of Wohler’s fatigue prediction model (Equation (1)).

To determine the fatigue performance of asphalt, the
indirect tensile fatigue test (ITFT) was operated. The
fatigue process occurred in three distinct stages. For
instance, failure and fatigue cracking began in step 1, and
cracks were spread to other areas and reduced pavement
resistance in step 2. Finally, in step 3, sudden failure of the
pavement was observed (Arabani and Azarhoosh 2012).
The fatigue life of the specimens was measured using a
Nottingham asphalt tester in constant stress mode (the
stress was held constant to increase the strain within the
sample) by applying repeated loads with fixed amplitude
along the diametrical axis of the specimen. The following
conditions were considered in the fatigue test:
. Sinusoidal loading with frequency equal to 1 Hz
(0.1 s of loading and 0.9 s of rest).
. Stress was considered equal to 300 Kpa.
. Temperatures of test were considered equal to 15
and 208C
. Fatigue criterion was considered to create vertical
displacement equal to 1 mm.
The relationship between tensile strain and number of
cycles to failure for each material was established. A linear
relationship was recorded when strain was plotted against
the numbered cycles to failure in a logarithmic scale and
the fatigue life prediction equations were developed
Table 5. Seashell replacement values and OAC of the tested
mixes.
Coarse and
Mixtures fine aggregates Filler OAC%
Mix 1 (Control) Granite 100% Granite
Mix 2 (35% Seashell) Granite 65% Granite
35% Seashell
Mix 3 (70% Seashell) Granite 30% Granite
70% Seashell
Mix 4 (100% Seashell) Granite 100% Seashell
 2K 2
1
Nf ¼ K1 ; ð1Þ
1t
where Nf is the number of cycles to failure of specimen, 1t
is the applied strain and k1 and k2 are the coefficients
related to mixture properties.
4.2 ITS test
Moisture susceptibility of HMA was evaluated by the
decrease in the loss of the ITS after immersion in water for
24 h at temperature of 608C (AASHTO 2007). In this
study, the moisture sensitivity of asphalt concrete was
assessed by performing a tensile strength ratio (TSR) test.
For this purpose, cylindrical specimens were tested in dry
and wet conditions at 258C. The samples in wet conditions
were placed in a vacuum to reach the saturation level of
55 –80%. Vacuum-saturated samples were kept in a
2 188C freezer for 16 h and then placed in a 608C water
bath for 24 h. All the samples were brought to a constant
temperature and the ITS was measured on both
unconditioned (dry) and conditioned (wet) specimens.
The specimen was removed from the bath, its thickness
was determined and then it was placed on its side between
the bearing plates of the testing machine. Steel loading
strips were placed between the specimen and the bearing
plates. A load was applied to the specimen by forcing the
bearing plates together at a constant rate of 50.8 mm (2 in.)
per minute, based on Equation (2):
2P
5.1 S¼ ; ð2Þ
5.2 pDt
5.4 where S is ITS, kN/m2; P is the peak value of the applied
5.5 vertical load (repeated load), kN; t is the mean thickness of
the test specimen, m; and D is the specimen diameter, m.
 International Journal of Pavement Engineering 5

The indirect TSR was determined using Equation (3): 100000

 

Strain(µm/m)
10000
Scond
TSR ¼ 100 ; ð3Þ 1000
Suncond
100
where Scond is the average ITS of the wet specimens and 10
Suncond is the average ITS of the dry specimens. 100 1000 10000 100000
Cycles to Failure
control 35%Seashell 70%Seashell 100%Seashell

4.3 Permanent deformation tests Figure 1. Comparison of fatigue behaviour of the different
The tests generally used to assess the resistance of HMA mixes at 158C.
to permanent deformation are the Marshall test, the static
creep test, the dynamic creep test and the wheel-tracking
test (Arabani et al. 2013). In this study, the resistance elastic mixture resulting in better fatigue life, consistent
to permanent deformation of seashell mixtures was with high pulse counts in the ITFT. The mixture with more
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evaluated by using static creep test and the dynamic
creep test.
For the static creep test, the creep deformation of a
cylindrical specimen under a uniaxial static load is
measured as a function of time. Deformation values were
measured over time with a linear variable differential
transducer (LVDT). The test was performed for all
mixtures at the optimal dosage of asphalt binder. Because
the risk of permanent deformation was greater, the heavy-
load and high-temperature test parameters were selected,
that is the uniaxial load was 425 kPa (0.4 MPa), the
temperature was 408C and the load duration was 10,000 s.
The dynamic creep test applies a repeated pulsed
uniaxial stress on an asphalt specimen and measures the
resulting deformations in the same direction using LVDTs.
The dynamic creep test was conducted by applying a
dynamic stress of 100 kPa for 1 h at 408C. In each test, the
sides of the specimen were capped, and the sample was
placed in the loading machine under a conditioning stress
of 10 kPa for 600 s. Next, the conditioning stress was
removed, and a stress of 200 kPa was applied for 10,000
cycles, which included a 1-s loading period and a 1-s
resting period.
5. Results and discussion
5.1 Indirect tensile fatigue test
The results of the ITFT are shown in Figures 1 and 2. In
these figures, regression lines were drawn through the
flexibility can absorb and disperse stresses produced by
fatigue loading, which may result in delay of damages for
HMA.
For example, at 158C, the fatigue life of 35%, 70% and
100% seashell HMA were 22,127, 26,938 and 30,785
cycles to failure that are 1.15, 1.4 and 1.6 times (compared
with the control mixture), respectively. Also, with
increasing the temperature to 208C, fatigue life of all
specimens decreased. This behaviour was due to high
sensitivity of asphalt to temperature, which confirmed
previous studies on this issue (Monismith 1994, Witczak
and El-Basyouny 2004, Moghadas Nejad et al. 2012).
The mixtures containing seashells showed more sensitivity
to temperature increase due to more OAC of these
mixtures (containing seashell), compared with the control
mixture.
The fatigue equations are shown in Table 6 for every
type of the mixture at every two temperatures. It can be
observed that all values of K1 and K2 increased when
seashells were added, which resulted in the increase in the
number of cycles to failure for HMA.
5.2 ITS test
The ITS of the mixtures under the unconditioned and
moisture conditioned are given in Figure 3. It was
100000
Strain(µm/m)

mean results of each sample at each strain level. The 10000

results showed the usual linear relationship between 1000
the logarithm of the applied initial tensile strain and the
100
logarithm of fatigue life (number of applied load
repetitions until failure). 10
100 1000 10000 100000
The seashell mixtures had a higher number of cycles to Cycles to Failure
failure than the control mixture. It was also found from
control 35%Seashell 70%Seashell 100%Seashell
these figures that the number of load cycles to failure
increased as the amount of seashells in the filler increased. Figure 2. Comparison of fatigue behaviour of the different
Due to more OAC, seashell mixtures can give a more mixes at 208C.
 6 M. Arabani et al.

Table 6. Fatigue prediction equations of mixtures.

Temperatures Mixtures Nf K1 K2 R2
158C Control N f ¼ 3 £ 108 1 21:49 3 £ 108 1.49 0.945
35% Seashell N f ¼ 7 £ 109 1 21:78 7 £ 109 1.78 0.926
70% Seashell N f ¼ 6 £ 1010 1 21:96 6 £ 1010 1.96 0.932
100% Seashell N f ¼ 1 £ 1012 1 22:45 1 £ 1012 2.45 0.954
208C Control N f ¼ 9 £ 107 1 21:55 9 £ 107 1.55 0.966
35% Seashell N f ¼ 6 £ 109 1 21:98 6 £ 109 1.98 0.951
70% Seashell N f ¼ 8 £ 1010 1 22:33 8 £ 1010 2.33 0.943
100% Seashell N f ¼ 4 £ 1012 1 22:64 4 £ 1012 2.64 0.937

observed that the ITS values of the wet mixes are lower weaker reaction may not be strong enough to counter other
in comparison with the ones for dry mixes at the end of moisture damage factors.
the loading test. It was expected because the presence of
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water causes a reduction in asphalt – aggregate adhesion,

and thus the strength of HMA samples decrease under
loading. Also, it can be observed that the loss of ITS of
the seashell treated mixtures due to moisture condition
was not as high as that of the control mixture. Seashells
improve asphalt– aggregate adhesion, which does not
allow water to displace asphalt from aggregate surface.
Figure 4 shows the tensile strength ratio for specimens
that were prepared with different seashell contents. The
data also show that the unconditioned and conditioned
tensile strength ratio is significantly improved with the
addition of seashells, which led to better resistance
against moisture damage. All of the TSR values of the
seashell-treated mixtures were well above 80%. The
addition of 35%, 70% and 100% seashells to mixtures
resulted in the increase of TSR by 6.58%, 11.84% and
18.42%, respectively, compared with the control
mixtures. The 100% seashell sample had the highest
TSR value, indicating that seashells could be good anti-
stripping agent.
A chemical reaction between the asphalt binder and
aggregate surface occurs causing chemical adhesion.
Therefore, granite with acidic surfaces does not react as
strongly with asphalt binders (Roberts et al. 1996). This
5.3 Permanent deformation tests
The values of static creep are shown in Figure 5. The
results of the dynamic creep test are given in Figure 6,
showing permanent deformation versus load cycles. The
results of the static creep tests show that the samples
without seashell had more permanent deformation than the
samples containing 35%, 70% and 100% seashell as filler;
these additions resulted in reductions in permanent
deformation of 15.8%, 31% and 42%, respectively,
compared to the control samples. The results of the
dynamic creep tests show that the use of seashell as filler
also resulted in decreased permanent deformation. The use
of 35%, 70% and 100% seashells as filler resulted in
reductions in permanent deformation of 15.3%, 32.5% and
40.2%, respectively.
Both tests showed that the best replacement for
reducing permanent deformation was the replacement of
the virgin filler with 100% seashell. To sum up briefly,
one can see that in the control, 35% and 70% seashell
mixtures, the second rutting mechanism (shear defor-
mation; plastic flow with no change in the volume)
occurs and the curve enters the third zone which ends in
failure. Instead, the 100% seashell mixture remains in the
second zone, where accumulative strains occur with a
smooth slope.

500
Unconditioned 100
Tensile Strength (kN)

400 Conditioned
80
300
60
TSR %

200
40
100
20
0
control 35%Seashell 70%Seashell 100%Seashell 0
Mixtures control 35%Seashell 70%Seashell 100%Seashell
Mixtures
Figure 3. Tensile strength of dry and conditioned specimens
(AASHTO T-283). Figure 4. Tensile strength ratio results.
 International Journal of Pavement Engineering 7

20000 . By increasing the temperature, fatigue life of all

18000 specimens decreased. This behaviour resulted from
Permanent Strain(µm/m)

16000
14000
high sensitivity of asphalt in HMA to temperature.
12000 . Mixtures with seashells had the acceptable maxi-
10000 mum limit to ensure that the tensile strength
8000
6000
properties of the mix were preserved.
4000 . Both the static creep and dynamic creep tests
2000 showed that addition of seashell as filler can reduce
0
0 2000 4000 6000 8000 10000 12000 the permanent deformation of the mixtures.
Time (s)

control 35%Seashell 70%Seashell 100%Seashell

Notes
Figure 5. Time versus permanent deformation in the static 1. Email: arabani@guilan.ac.ir
creep test. 2. Email: sina27_bbm@yahoo.com
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18000
16000 References
Permanent Strain(µm/m)

14000
AASHTO. T 283, 2007. Standard method of test for resistance of
12000
compacted hot mix asphalt (HMA) to moisture-induced
10000
damage. AASHTO Standards, T 283, Washington, DC.
8000
6000
Akbulut, H. and Guler, C., 2007. Use of aggregates produced
4000
from marble quarry waste in asphalt pavements. Building
2000
and Environment, 42 (5), 1921– 1930.
0
Al-Hadidy, A.I. and Yi-qiu, T., 2009. Effect of polyethylene on
0 2000 4000 6000 8000 10000 12000 life of flexible pavements. Construction and Building
Cycles Materials, 23 (3), 1456– 1464.
control 35%Seashell 70%Seashell 100%Seashell
Alvarez, A.E., Ovalles, E., and Caro, S., 2012. Assessment of the
effect of mineral filler on asphalt – aggregate interfaces based
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