FLY ASH FOR A BETTER DEVELOPMENT AND

GOOD ENVIROMENTAL

By

DEVI YULITA METASARI 141910301062

S1 CIVIL ENGINEERING
FACULTY OF ENGINEERING
UNIVERSITY OF JEMBER
2017

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Abstract :
Fly ash is the one of industry waste that come from burning process like
coal burning. Fly ash is often use in concrete. Then for pavement fly
ash can be use to subtitute cement and in asphalt pavements it can
improves the performances of bitumen. This experiment use Fly ash
Class C and fly ash class F that combine with bitumen for pavement
asphalt, and combine with cement and lime for the concrete pavement.
The results is fly ash can increase the performance of bitumen and the
compressive and flexural strength of the concrete pavements during the
increased time.

1. Introduction
Some of industry factories and construction projects in the world obtain
billion tonnes of waste. It can make the disadvantage for the project itself. Waste
of project are usually caused by poorly material controlled from the personel of
project that use material without think in economical ways. This situation will
make some hidden cost from the project. Beside that, the billion tonnes of waste
in the world that cause negative enviromental effect because usually it contain
pollution substance.

Some of that waste have an economic value if it reuse and recycling. The
waste materials can use as a subtitute for expensive material. It can minimize the
outcome from the factories or projects. Beside that, from the recycling and reuse
from that waste can reduce the negative enviromental effect and reduce the
pollution. We can make new innovation thing that usefull for everyone from the
waste.

Fly ash is generate from burning process, like coal burning or burning
process in the projects. Fly ash itself is often used as a subtitute for cement. This
statement often happen in pavement projects. Some of it use fly ash to reduce or
avoid the use of cement. Cement actually have some disadvantage, like the cost of
a sack of cement are expensive. Beside that, cement are not enviromentally friedly
because it contain substance that major source of green-house gas emissions. On
average, the fabrication of a ton of Portland clinker results in emisstion of about

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0,9 tons of CO2 to the atmosphere. Globally, cement production contains 5-8%
anthrophogenic CO2 emissions. Fly ash is one of material that available in
abundance is choose for subtitute cement and use for concrete pavement (Nassar
et al., 2013).

Improving the asphalt performance can do with polymer modification,

but the cost of polymers is too expensive. The other solution is use mineral fillers,
the material that pass through No.200 (0,074 mm) US standart sieve like
limestone dust or fly ash. Fly ash that used in bitumen materials can improve
performance and reduce cost and enviromental impacts (Sobolev et al., 2014).

2. Materials and Method

This writing use three journals for reference. The first journal is about the
effect of fly ash on the rheological properties of bituminous materials for asphalt
pavement by Konsrantin Sobolev, Ismael Flores Vivan, Rajan Saha, Nazimuddin
M. Wasiuddin and Nibert E. Saltibus. The second journal by M. Aysen Lav and
A. Hilmi Lav are investigated the effect of stabilization on resillient
characteristics of fly ash as pavement material. And the third journal is about field
investigation of HVFA pavement concrete by Roz-Ud-Din Nassar, Parviz
Soroushian and Tewordros Ghebrab.

To invetigate the used effect of fly ash in asphalt pavement materials the
experiment use two types of bitumen binder there are PG-58-28 (Louisiana
DOTD Product Source Code 41DO) and PG-70-22M (Louisiana DOTD Product
Source Code 41DQ). The bitumens mix with different fillers there are fly ash
Class F (FAF) and fly ash Class C (FAC) that pass trough No. 200 (0,074 mm)
sieve. The characteristics of fly ash are shown in Table 1. The 0,50 kg bitumen
mix with 0%, 5%, 15%, 30% and 60% of fly ash (by weight) and it heated for 1,5
hour at 163oC (Sobolev et al., 2014)

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 Table 1

The experiment begin by setting the initial temperature for bitumen and
its equilibration in the rheometer for 2 min. From this test, the rheometer
measures the maximum applied stress, the maximum strain, and the time lag
between these. (Sobolev et al., 2014).

In the experiment to investigate the used effect of fly ash for concrete
pavement materials, it uses Class F fly ash that has low calcium content (1,61%)
and very low loss on ignition (LOI) of 1,28. The fly ash founded to be smoothly
graded that a total of 83% of the material is finer that 45 µm. While the cement
and lime were used to stabilize the fly ash and use separately in 10% as
percentages by total weight (Lav and Lav., 2014). For experiment in field, it use
Class C fly ash. The experiment use concrete cylinders with 6 inch (152 mm)
diameter and 12 inch (350 mm) height and tested in compression after 7, 28 and
90 days of moist curing. (Nassar et al., 2013)

3. Test Result and Discussion

3.1. Microstructure by SEM
Figure 1 shows SEM images of the fractured reference specimens of PG
70-22 and modified bitumen with fly ash. Fig. 1a and b show the plain bitumen
specimen demonstrates very smooth and surfaces with glass-like fractured. While
Fig. 1d-f show that well distributed and embedded particles of fly ash can be
observed on modified bitumen speciments (Sobolev et al., 2014).

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 Fig. 1. SEM images of fractured bitumen specimen

3.2. Rheological Performance

3.2.1. Rutting Factor
The rheological performance of plain asphalt mix with 5%, 15%, 30%
and 60% of fly ash by weight are shows in graph below. The addition of fly ash
Class C increase 14%, 14%, 39% and 82% of PG 58-28’s rutting factor. While the
addition of fly ash Class F increase 11%, 26%, 40% and 117% of PG 58-28’s
rutting factor. The higher grade of bitumen can reach if the rutting factor matches
the value of reference at higher temperature. In this condition, the higher
temperature is 64oC and it was observed when 60% fly ash was used. It was
reaching 1092 for FA C and 1285 kPa for FA F for its rutting factor (Sobolev et
al., 2014).

While the addition of fly ash Class C increase 17%, 24%, 57% and 97%
of PG 70-22’s rutting factor. And the addition of fly ash Class F increase 15%,
30%, 61% and 131% of PG 70-22’s rutting factor. The higher temperature that
can reach bitumen’s higher grase is 76oC. The rutting factor reach 1225 kPa when

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more than 30% of fly ash Class C was used, and it just need 15% of fly ash Class
F to reach 1066 kPa for rutting factor. So, fly ash can be an effective asphalt
cement substituting with up to 15% (by weight of asphalt binder) of FA C and up
to 5% of FA F (Sobolev et al., 2014).

Fig.2. Rutting Factor G*/sin(δ) for plain PG 58-28 bitumen and binders with 5%,
15%, 30% and 60% for fly ash : Class C (a) and Class F (b)

Fig.3. Rutting Factor G*/sin(δ) for plain PG 70-22 bitumen and binders with 5%,
15%, 30% and 60% for fly ash : Class C (a) and Class F (b)

3.2.2. Dynamic Viscosity

Dynamic viscosity of PG 58-28 and PC 70-22 increase due to addition
from small quantities of 5%, 15% and 30% fly ash Class C and fly ash Class F in
bitumen (Sobolev et al., 2014).

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 Fig. 4. Dynamic viscosity at 124oC for plain and modified binder : (a) PG-58-28
and (b) PG-70-22

3.3. Repeated load indirect tensile test of stabilized fly ash

Samples for this test have cylinder shape that having a diameter of
105mm and a length between 51,5 and 70,5 mm were got at optimum moisture
content and maximum dry density. The samples use 2%, 4%, 8% and 10% lime or
cement. The tests were held for 7 days, 28 days, 180 days and 300 days (Lav and
Lav., 2014).

(a) (b)

Fig. 5. Repeated load indirect tensile modulus test results for (a) cement stabilized
fly ash samples and (b) lime stabilized fly ash samples

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 When the first 7 days, the effect of stabilization on lime stabilized
samples were small (Fig. 5). It increas during the curing time increased. As a
result, in both cement or lime stabilized layers, for over the time, the response of
pavement structure to traffic loading in terms of tensile strength development
became similar. Because of that, the lime and cement stabilized fly ash fatigue
behavior will be determinant in the performance of each type of pavement (Lav
and Lav., 2014).

3.4. Tests on field concrete

Fig. 6 and Fig. 7 show the compressive and flexural strength test result at
various concrate ages of HVA and control mixes. Till the age of 28 days, the
result of compressive and flexural strength from control mixes are higher than
HVFA mixes. At the age of 90 days, the pozzolanic reaction of fly ash with
cement hydrates are increased. It make a microstructural improvements of
hydrated cement paste. Because of the filling effect from fly ash, it increase the
temperature streght of pavement concrete. This effect happen when the percentege
of fly ash subtituting cement increases. At the age of 90 days, the flexural strength
result test of HVFA mixes are higher than control mixes. The uses of higher
volume of fly ash can improve the interfacial transition zone (ITZ) and
cementitious paste in concrete. This condition is caused by pozzolanic reactions of
fly ash with calcium hydroxide (CH) that convert into calcium silicate hydrate (C-
S-H). This effect reach the higher effect with 25% replacement of cement with fly
ash (Nassar et al., 2003).

(a) (b)

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Fig. 6. Compressive strengths test result of (a) eastbound (b) westbound pavement
concrete specimens prepared using field concrete materials (means and standart
errors)

(a) (b)

Fig. 7. Flexural strengths test result of (a) eastbound (b) westbound pavement
concrete specimens prepared using field concrete materials (means and standart
errors)

3.5. Test on concrete cores

The size of core drills from HVFA and control concrete
pavements are 102mm (4inch) diameter and heights varying from 178 to
203mm (7-8 inch). Fig. 8 shows the compressive strength result of these
cores at 270 days concrete ages. The compressive strength test results of
molded and core speciments show the effectiveness of pozzolanic
reactions between fly ash and cement hydrates. The pozzolanic reaction is
contributes until 270 of concrete ages for the concrete quality and the
formation of denser microstructure (Nassar et al., 2003).

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 Fig. 8. Compressive strengths of concrete cores (means and standart errors)

4. Conclusions
A great performance anhancement is achieve with the use of 15%
fly ash Class F that can improve of polymer-modified binder from PG-70
to PG-76. While the use of 30% fly ash Class C can improve it to. Then
the two types of fly ash can improve the reference of bitumen from PG 58
to PB 64 with the use of 60% of fly ash. The addition of 5-60% fly ash can
be used to predict improve rutting resistance of hot-mix asphalt mixtures
manufactured. So that fly ash can be used to subtitute asphalt cements and
use to be polymer.

In the pavement concrete, the repeated load indirect tensile

modulus test results increase during the curing time increased. While the
compressive and flexural strength test result of HVFA mixture at a long
time is higher than the control mixture. It happen in core and molded
speciments. It is happen because of an polizzonic reaction that happen
between fly ash and cement hydrats.

Therefore, fly ash is recomended for subtitute cement asphalt, and

use for the fillers wit bitumen in asphalt pavements. The used of fly ash is
one of economic way to reduce the the outcome of the project. It also can
reduce the negative enviromental for the earth. Because cement are contain
a chemical substance that cause green-house gas emissions.

5. References
Lav, M. A., & Lav, A. H. (2014). Effects of stabilization on resilient
characteristics of fly ash as pavement. Construction and Building
Materials, 10-16.

Nassar, R.-U.-D., Soroushian, P., & Gherab, T. (2013). Field investigation of

high-volume fly ash pavement concrete. Resources, Conservation and
Recycling, 78-85.

Sobolev, K., Vivian, I. F., Saha, R., Wasiuddin, N. M., & Saltibus, N. E. (2014).
The effect of fly ash on the rheological properties of bituminous. Fuel,
471-477.

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