Construction and Building Materials 244 (2020) 118380

Contents lists available at ScienceDirect

Construction and Building Materials

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

Incorporating hollow glass microsphere to cool asphalt pavement:

Preliminary evaluation of asphalt mastic
Du Yinfei a, Dai Mingxin a, Deng Haibin b, Deng Deyi b, Cheng Peifeng c, Ma Cong a,⇑
a
School of Civil Engineering, Central South University, Changsha, Hunan 410075, China
b
Highway Administration Bureau of Huzhou, Zhejiang 313000, China
c
School of Civil Engineering, Northeast Forestry University, Harbin, Heilongjiang 150040, China

h i g h l i g h t s

Glass microsphere was used to prepare asphalt mastic.

The thermal conductivity of asphalt mastic reduced by 40%.

The infrared reflectance of asphalt mastic increased by 60%.

Glass microsphere had a negative effect on the rutting property of asphalt mastic.

Glass microsphere help to improve the fatigue property of asphalt mastic.

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

Article history: In order to cool asphalt pavement by replacing limestone mineral filler (LMF) with hollow glass micro-
Received 25 November 2019 sphere (HGM) in asphalt mixture, this work preliminarily evaluated the thermal, high-temperature rhe-
Received in revised form 6 February 2020 ological and fatigue properties of asphalt mastic. The microstructure, particle size distribution, chemical
Accepted 6 February 2020
element composition and crystal structure of LMF and HGM were tested to characterize their physical
Available online 13 February 2020
and chemical properties. A series of tests, including scanning electron microscope, Fourier transform
infrared, thermal conductivity, spectral reflectance, multiple stress creep recovery (MSCR) and linear
Keywords:
amplitude sweep (LAS) tests were performed to investigate the influence of HGM on the performances
Asphalt mastic
Hollow glass microsphere
of asphalt mastic. The results show that HGM/LMF and asphalt were physically blended, and some
Thermal conductivity HGM particles were broken when preparing asphalt mastic. Completely replacing LMF with HGM in
Solar reflectance asphalt mastic resulted in a decrease of thermal conductivity by 40% and an increase of infrared reflec-
Anti-rutting performance tance by 60%. The MSCR test result shows that HGM negatively affected the anti-rutting performance
Fatigue performance of asphalt mastic, while the LAS test result shows that HGM could extend the fatigue life of asphalt mas-
tic. The findings in this study indicate that HGM is a potential material for cooling asphalt pavement.
Ó 2020 Published by Elsevier Ltd.

1. Introduction large amount of heat to the atmosphere, leading to an increase of

As a commonly used pavement material, asphalt has a high
solar absorbing ability, which leads to very high pavement temper-
ature [1,2]. It was reported that the peak temperature of asphalt
pavement was over 10 °C higher than that of cement concrete
pavement in the same regions [3,4]. The asphalt pavement with
high temperature can cause rutting and other thermally induced
hazards, which will seriously reduce road surface roughness, affect
material/structure performance and traffic safety of asphalt pave-
ment [5]. The high-temperature asphalt pavement also releases a
⇑ Corresponding author.
E-mail address: msk2017@188.com (M. Cong).
ambient temperature and the aggravation of urban heat island
effect. The urban heat island effect will increase the consumption
of urban energy, thus inducing secondary hazards to atmospheric
environment and harms to the health of residents [6]. Therefore,
it is necessary to adopt a reasonable plan to reduce the tempera-
ture of asphalt pavement.
At present, there are many methods to solve the high tempera-
ture problem of asphalt pavement, such as heat-reflective coating
technology [7,8], thermal resistance technology [9,10], porous/
water-retaining asphalt pavement [11,12], phase change asphalt
pavement [13,14] and solar collection asphalt pavement [15,16].
Among them, the asphalt mixture with low thermal conductivity
was proved to be able to prevent heat from entering the pavement,

https://doi.org/10.1016/j.conbuildmat.2020.118380
0950-0618/Ó 2020 Published by Elsevier Ltd.
2 D. Yinfei et al. / Construction and Building Materials 244 (2020) 118380
which is beneficial to reduce the inside temperature of asphalt
pavement [17,18]. Hollow glass microsphere (HGM) is a kind of
lightweight filler, which has been used in various coating [19,20]
and concrete [21,22] preparations. This material can also be used
to prepare road marking due to its excellent retroreflective prop-
erty [23,24]. Combined with heat reflectance and thermal resis-
tance pavement technology, HGM is a potential material for
cooling asphalt pavement. However, in the reference [25] the
HGM was added in asphalt as a modifier, and the properties of
HGM/asphalt mastic were compared with those of base asphalt.
For further application of HGM in asphalt pavement, this paper
tries to investigate the influence of HGM on the properties of
asphalt mastic by replacing the same volume of limestone mineral
filler (LMF).
Asphalt mastic has a significant effect on the overall perfor-
mance of asphalt mixture [26]. So this paper focuses on investigat-
ing the influence of HGM on the performances of asphalt mastic. To
this end, the thermal conductivity, spectral reflectance, anti-
rutting, and fatigue performances of asphalt mastic with four
LMF-HGM ratios were analyzed. Before the above tests, the physi-
cal and chemical properties of the two fillers were first investi-
gated using a series of micro tests, including particle size
distribution, X-ray fluorescence spectroscopy (XRF), X-ray diffrac-
tion (XRD), scanning electron microscope (SEM) and Fourier trans-
form infrared (FTIR) tests. Besides, the interactive effects between
asphalt and LMF/HGM were also studied by FTIR and SEM tests.
2. Materials and test methods
2.1. Materials
The HGM was provided by a purification Plant in Henan Pro-
vince, China. 80/100 penetration grade base asphalt, which was
produced by Liaoning Panjin Petrochemical Industry Co. Ltd.,
China, was used to prepare asphalt mastic by incorporating differ-
ent contents of LMF and HGM. The fillers used in this study had a
particle size of less than 0.075 mm. The asphalt mastics that had a
filler-to-asphalt ratio of 1.2 [27] were used to characterize their
micro structure, thermal conductivity, rheological and fatigue per-
formances. HGM was added in asphalt to prepare asphalt mastic by
replacing the same volume of LMF. The specific ratios of compo-
nent in different asphalt mastics are shown in Table 1. It should
be noted that when replacing LMF with HGM, the actual filler-to-
asphalt ratio will change, because the densities of LMF and FAC
were 2.75 g/cm3 and 0.43 g/cm3, respectively. For example, when
LMF was completely replaced by HGM, the filler-to-asphalt ratio
was 0.188. Fillers were added into asphalt at the temperature of
160 °C and the adding rate of 1 g/min. Meanwhile, the composite
was stirred for 30 min by a paddle agitator at a speed of 1000 rpm.
2.2. Test methods
2.2.1. Tests for characterizing fillers
The particle size distributions of LMF and HGM were measured
by a Laser particle size analyzer (Hydro 2000MU, Malvern Instru-
ments Ltd., America). The chemical compositions and difference
Table 1
Mass ratios of component in asphalt mastic (wt. %).
Mastic type Asphalt
Control mastic 100
Mastic-25 100
Mastic-50 100
Mastic-75 100
Mastic-100 100
in crystal structures were characterized by XRF (S4 Pioneer, Bruker
Co. Ltd., Germany) and XRD (D8 Advance, Bruker Co. Ltd., Ger-
many), respectively. The morphologies of the two fillers were mea-
sured using SEM (JEOL JSM-7900F Instrument, Japan). The
functional groups of the fillers were examined by a FTIR spectrom-
eter (Nicolet iS50, Thermo Co., Ltd., USA). The wavenumber ranged
from 650 to 4000 cm1.
2.2.2. Tests for characterizing asphalt mastic
FTIR spectrometer was also used to characterize the functional
groups of different asphalt mastic, which could distinguish the
interaction between asphalt and LMF/HGM. SEM (Phenom Pro,
Netherland) was used to present the filler distribution in asphalt.
The images were magnified by 265 times.
2.2.3. Thermal conductivity test
A transient plane heat source method was used to measure the
thermal conductivity by a thermal conductivity tester (DRE-2C,
Xiangtan Instruments and Meters, Hunan Province, China). During
the test process, a measuring probe was tightly clamped between
asphalt mastic slices with smooth surfaces, as shown in Fig. 1.
For each kind of asphalt mastic, more than ten tests were repeated.
The averaged results were referred to as the measured thermal
conductivity.
2.2.4. Spectral reflectance test
Ultraviolet (UV)-visible (Vis)-near infrared (NIR) spectropho-
tometer (Cary 5000, Agilent Technologies (Malaysia) Company)
was used to measure the diffuse reflectance of asphalt mastic along
the wavelength of 200–2500 nm. The spectral reflectance was
calculated according to ASTM Standard G173-03 [28], as shown
in Eq. (1). The standard solar spectral irradiance specified in the
above standard is shown in Fig. 2. In order to avoid the contamina-
tion of integrating sphere by asphalt mastic due to its viscosity at
room temperature, asphalt mastic was coated on the surface of a
glass sheet, and then the glass sheet was placed to the integrating
sphere. The influence of glass sheet on the reflectance was
eliminated by measuring the reflectance of reference standard
reflectance material (polytetrafluoroethylene plate) with glass
sheet.
Operating host
Probe
Asphalt mastic
Fig. 1. Schematic diagram of thermal conductivity instrument.
LMF HGM LMF:HGM (Volume ratio)
120 NA 100:0
90 4.7 75:25
60 9.3 50:50
30 14.0 25:75
NA 18.8 0:100

1.8
Global tilt spectral irradiance (W/(m2nm))
1.5
1.2
0.9
0.6
0.3
0.0
-0.3
0 500
Fig. 2. Standard solar spectral irradiance specified in ASTM Standard G173-03.
Z range. The irregular shape provided the possibility of the high
k1
RðkÞEk ðkÞdk
RS ¼ k2
Z k1
Ek ðkÞdk
k2
where R(k) represents the measured spectral data and Ek(k) repre-
sents the solar spectral irradiance.
2.2.5. Multiple stress creep recovery (MSCR) test
A dynamic shear rheometer (DSR) (SmartPave302, Anton Paar
Instrument, Austria) was used to perform MSCR test at the temper-
ature of 58 °C. This test used two stress levels, which were 0.1 kPa
and 3.2 kPa. At each stress level the creep stress was held constant
for 1 s, and then the stress was removed. After 9 s the recovery
response was measured. Each stress level included ten creep -
recovery cycles [29].
In order to characterize the rutting resistance of asphalt mastic,
non-recovery creep compliance (Jnr) and creep recovery rate (R)
were adopted as indicators [30–32]. This test used two parallel
plates (diameters of 25 mm) with a gap of 1 mm.
2.2.6. Linear amplitude sweep (LAS) test
It was found that the LAS results were well correlated with the
long-term fatigue cracking data of asphalt pavement in the field
[33]. The test procedure included two parts [34]: (1) Frequency
sweep test was conducted with a strain amplitude of about
0.1%, and the frequency used in the test varied in the range of
D. Yinfei et al. / Construction and Building Materials 244 (2020) 118380 3
0.1–30 Hz. The test was used to evaluate the undamaged material
properties. (2) Linear amplitude strain sweep test used oscillatory
shear loading under the strain-controlled mode of 10 Hz frequency.
A linearly increasing load amplitude ranging from 0.1 to 30% was
used. 35% reduction in the initial G*sin d was used to represent
the value of damage accumulation at failure. Finally, the fatigue life
Nf was predicted using Eq. (2).
Nf ¼ A35 ðcmax ÞB ð2Þ
where A35 and B are the viscoelastic continuum damage (VECD)
coefficients. In this study, the test with 8 mm parallel spindles
and 2 mm thickness gap was performed at the temperature of 25 °C.
3. Results and discussion
3.1. Surface morphology and particle size distribution of filler
1000 1500 2000 2500 3.1.1. Surface morphology
The SEM images of LMF and HGM are shown in Fig. 3,
Wavelength (nm)
respectively.
The particle sizes of irregular shaped LMF varied in a wide
specific surface area of LMF that could have a high contacting area
ð1Þ with asphalt. By contrast, Fig. 3(b) shows the surface morphology
of HGM, which all presented spherical particles with smooth sur-
face. The huge difference in surface morphology between these
two fillers would result in different rheological and fatigue proper-
ties of asphalt mastic.
3.1.2. Particle size distribution
The particle size distributions of LMF and HGM are shown in
Fig. 4.
On the whole, LMF had a relatively wider range of particle size
distribution than HGM. In order to quantitatively characterize the
particle size distribution of fillers, several parameters representing
the particle size characteristic (e.g. D10 for the diameter with pass-
ing ratio of 10% and Dav for the average diameter), were calculated,
as shown in Table 2. Obviously, HGM had larger particle size
parameters than LMF, especially for the parameters D10 and D50.
In comparison, the D90 of the two fillers was very close to each
other. The information in Table 2, together with Fig. 3, illustrates
that HGM was generally coarser than LMF.
3.2. Chemical composition
3.2.1. XRF results
The XRF test results of LMF and HGM are summarized in Table 3.
It can be seen that there were two main element compositions in
the LMF: O and Ca. By contrast, the main element compositions
Fig. 3. SEM images of (a) LMF and (b) HGM.
4 D. Yinfei et al. / Construction and Building Materials 244 (2020) 118380

16 HGM
HGM LMF
14 LMF 1.calcite 2.dolomite

12
Passing ratio (%)

10

Intensity(Counts)
8

0.01 0.1 1 10 100 1000

Particle diameter (μm) 5 10 15 20 25 30 35 40 45 50 55 60 65 70
2θ(°)
Fig. 4. Particle size distributions of LMF and HGM.
Fig. 5. XRD patterns of LMF and HGM.

Table 2
Diameters representing particle size characteristic (lm).
Filler type D10 D50
LMF 1.997 16.539
HGM 23.051 33.794
in HGM were O, Si, Ca, and Na, respectively. It can be inferred that
the oxides in the LMF and HGM might exist in the form of CaO and
SiO2, respectively. In addition, there might also be CaO and Na2O in
the HGM.
3.2.2. XRD results
The XRD patterns of LMF and HGM are shown in Fig. 5. It can be
seen that the main crystal phases of LMF were calcite (CaCO3) and
dolomite (CaMg[CO3]2), respectively. This result was in consistence
with the data in Table 4. The red XRD pattern shows that HGM had
an amorphous structure, of which there was a broad peak at the 2h
angle of 20–35°. This peak, combining with the data in Table 3,
denoted that there was amorphous SiO2 in HGM [35,36].
3.3. Characterization of asphalt mastic
3.3.1. SEM image
The distribution states of LMF and HGM in asphalt were charac-
terized by scanning the SEM images of control mastic and mastic-
100. The two images were both magnified by 256 times, as shown
in Fig. 6, respectively.
In a whole, LMF and HGM were well dispersed in asphalt.
Specifically, it is difficult to observe the morphology change of
LMF in control mastic. However, it can be found that many HGM
fragments distributed in mastic-100, indicating that spherical
HGM particles were partially broken in the process of asphalt mas-
tic preparation due to the high-speed stirring force. Because of the
larger particle size of HGM (Fig. 4), it can be obviously observed
that many spherical HGM and its fragments were deposited on
the surface of asphalt.
D90 Dav
3.3.2. FTIR spectrum
46.635 20.635
In order to chemically characterize the relationship between
49.034 35.153
HGM and asphalt, the FTIR spectrums of LMF, HGM, asphalt and
asphalt mastics were measured, as shown in Fig. 7.
LMF and HGM had different functional groups, indicating that
they had different constituents, which has been proved by the
XRF and XRD results. Specifically, it can be found from the spec-
trum of LMF that there was a strong absorption peak with a large
opening near the wavenumber of 1419 cm1. Two sharp absorp-
tion peaks could also be observed near the wavenumber of
877 cm1 and 717 cm1 near the wavenumber of 798 cm1 and
1390 cm1 there were weak absorption peaks with small openings,
according to the FTIR spectrums of HGM. Besides, there was an
absorption peak with a large opening near the wavenumber of
1026 cm1.
There were four main characteristic absorption peaks near the
wavenumber of 2920 cm1, 2850 cm1, 1600 cm1, 1456 cm1
and 1376 cm1 for asphalt, which all appeared in the FTIR spec-
trums of the three asphalt mastics. In addition, the absorption
peaks of LMF could be found in the FTIR spectrums of the mastics
with the addition of LMF. Compared with the spectrums of asphalt,
LMF and HGM, there were no new absorption peaks in the spec-
trum of asphalt mastic, indicating that LMF or HGM/asphalt mastic
was chemically stable.
3.4. Thermal conductivity
In order to illustrate the effect of HGM on the heat conduction
performance of asphalt pavement, the thermal conductivity of
asphalt mastics with different HGM contents was compared, as
shown in Fig. 8.
Due to the high thermal resistance of asphalt, together with
some pores in asphalt mastic (Fig. 6(a)), the thermal conductivity
of control asphalt mastic was only 0.371 W/(mK). When using

Table 3
XRF results of LMF and HGM.

Element type O Mg Al Si Ca Na
Chemical element content (%) LMF 47.7 0.41 0.046 0.0915 39.44 —
HGM 48.2 0.112 0.287 37.31 6.991 6.881

*Note: Only the chemical elements with content of more than 0.1% were presented.
 D. Yinfei et al. / Construction and Building Materials 244 (2020) 118380 5

Table 4
Calculated spectral reflectance of different asphalt mastics (%).

Mastic type Reflectance

UV Vis NIR Average
Control mastic 9.33 12.71 17.40 13.36
Mastic-25 9.36 12.93 20.96 14.53
Mastic-50 9.41 13.24 23.70 15.60
Mastic-75 9.51 13.45 25.73 16.39
Mastic-100 9.64 13.79 28.01 17.25

Fig. 6. SEM images of (a) control mastic and (b) mastic-100.

HGM to replace an equal volume of LMF, the thermal conductivity 3.5. Spectral reflectance
of asphalt mastic reduced. Specifically, the thermal conductivity of
mastic-100 was 0.214 W/(mK), which was about 40% lower than The spectral reflectance of asphalt mastics along the wave-
that of control mastic. According to their discussion in Section 3.3.2, length of 300–2500 nm was shown in Fig. 9. It should be noted that
there was no chemical reaction between HGM and asphalt, so HGM only the reflectance of three asphalt mastics were plotted in the
could maintain the hollow structure to play a thermal resistance figure, in order to identify their differences more clearly.
role in asphalt mastic. The result means that incorporating HGM It can be seen from the Fig. 9 that the reflectance of asphalt
in asphalt mixture may be potential to prevent heat conduction mastics were basically the same with each other in the UV
in asphalt pavement. (300–400 nm)-Vis (400–760 nm) band, while the reflectance of

0.40
1456 1456 1456 1456

1376 1376 1376

1600 1600 1600 1600
2920 2920 2920 2920

0.371
2850 2850 2850 2850

Thermal conductivity (W/(m.K))

0.352
0.35 0.337
877
Passing ratio (%)

789 877
717

0.30 0.284
1026
1026

Asphalt
717

HGM 0.25
877

Mastic-100
0.214
1419

Mastic-50
Control mastic
LMF 0.20
Control mastic Mastic-25 Mastic-50 Mastic-75 Mastic-100
4000 3500 3000 2500 2000 1500 1000
-1
Wave number (cm ) Mastic type

Fig. 7. FTIR spectrums of filler, asphalt and mastic. Fig. 8. Thermal conductivity of different asphalt mastics.
6 D. Yinfei et al. / Construction and Building Materials 244 (2020) 118380

60 strain of asphalt mastic at the specified time and stress level

Control mastic increased with the increase of HGM content. In order to quantita-
50 Mastic-50 tively analyze the anti-rutting performance of asphalt mastic, two
Mastic-100 indicators (i.e. non-recovery creep compliance (Jnr) and creep
recovery rate (R)) were calculated. The results are shown in
Reflectance (%)

40 Fig. 11 and Fig. 12, respectively.

30
20
10
0 When the stress level was 0.1 kPa, replacing LMF with HGM
500 1000 1500
Wavelength (nm)
Fig. 9. Reflectance of different asphalt mastics.
mastic-100 was significantly higher than that of control mastic in
the NIR (760–2500 nm) band. In order to quantitatively analyze
the reflectance of asphalt mastics, the spectral reflectance of the
five asphalt mastics was calculated based on the ASTM Standard
G173-03 [28], as shown in Table 4.
The black color of asphalt has a very high covering ability,
resulting in the weak influence of HGM on the Vis reflectance of
asphalt mastic. However, using HGM as filler could significantly
improve the NIR reflectance of asphalt mastic. The NIR reflectance
of mastic-100 was about 60% higher than that of control mastic.,
which tells us that it is possible to improve the NIR reflectance of
It can be found from Fig. 11 that with the increasing replace-
ment ratio of HGM, Jnr increased at the stress level of 0.1 kPa and
3.2 kPa. The Jnr, 0.1 and Jnr, 3.2 of mastic-100 were 50% and 80%
higher than those of control mastic, respectively. This result indi-
cates that HGM reduced the deformation resistance of asphalt. In
terms of the percentage difference of non-recovery creep compli-
ance (Jnr-diff), the results show that the stress sensitivity of asphalt
mastic could be improved by replacing LMF with HGM [32].
2000 2500 could increase the indicator R, indicating that HGM could improve
the elastic property of asphalt mastic. However, the creep recovery
abilities of asphalt mastics dramatically reduced when the stress
level was 3.2 kPa. The R of the mastics was all lower than 1%. More-
over, the varying trend of R was unstable with the increasing
replacing content of LMF with HGM. The main reason for this phe-
nomenon is that the specific surface area of HGM was small and its
surface was smooth, which affected its bonding ability with
asphalt, resulting in a negative influence on the deformation resis-
tance of asphalt mastic.
1.6 50
Jnr0.1
Jnr3.2
1.2
Jnrdiff 40
Jnr /kPa-1

Jnr-diff /%
asphalt pavement by adding fillers with high reflectance in the
NIR band, so that to cool asphalt pavement. 0.8
30

3.6. MSCR test results

0.4
The anti-rutting performance of asphalt mastic was evaluated
20
by MSCR test. Fig. 10 illustrates the variations of shear strain with
time under two stress levels.
0.0
The shear strain of all the asphalt mastics presented very simi- Control mastic Mastic-25 Mastic-50 Mastic-75 Mastic-100
lar varying trends, regardless of stress level. However, the cumula- Asphalt mastic type
tive strain of control mastic under either 0.1 kPa or 3.2 kPa stress
level was lower than those of asphalt mastics with HGM. The shear Fig. 11. Non-recovery creep compliances of different asphalt mastics.

a 225 b
Control mastic 5000
Control mastic
Mastic-25 Mastic-25
200
Mastic-50 Mastic-50
Shear strain γ (%)

4000
Shear strain γ (%)

Mastic-75 Mastic-75
175 Mastic-100 Mastic-100
3000
150

2000
125

1000
100

0
75
0 20 40 60 80 100 100 120 140 160 180 200
Time (s)
Time (s)

Fig. 10. Shear strain variations with time: (a) 0.1 kPa; (b) 3.2 kPa.
 D. Yinfei et al. / Construction and Building Materials 244 (2020) 118380 7

0.1kPa 350 Control mastic

3.2kPa Mastic-25
300 Mastic-50
Mastic-75
Mastic-100

Shear stress (kPa)

250
R /%

200

150

100

50

0
Control mastic Mastic-25 Mastic-50 Mastic-75 Mastic-100 0 5 10 15 20 25 30
Asphalt mastic type Shear strain (%)

Fig. 12. Creep recovery rates of different asphalt mastics. Fig. 14. Relationship of shear stress vs. strain.

10
According to AASHTO TP-101 [34], the damage curves of asphalt
Control mastic mastics were plotted, as shown in Fig. 15. The damage characteris-
Mastic-25 tic curve was fitted to achieve the parameter A35, as shown in
Mastic-50 Table 5. With the increase of replacing ratio of HGM, the parameter
Storage modulus G' (MPa)

Mastic-75 A35 gradually increased.

Mastic-100 The parameters shown in Table 5 were used to predict the fati-
1
gue life of asphalt mastics at different strain levels. According to
Eq. (2), pavement strain level has a significant impact on the fati-
gue life of asphalt mastics. The fatigue life of asphalt mastics at
the strain levels of 2.5% [35–39] and 5% [38–40] were calculated
Control mastic:logG'(ω)=0.897logω-0.408 and shown in Fig. 16. The fatigue life of asphalt mastics was signif-
Mastic-25: logG'(ω)=0.899logω-0.448 icantly reduced when the strain level increased from 2.5% to 5%. At
0.1 Mastic-50: logG'(ω)=0.905logω-0.475
the specified strain level, the fatigue life of mastic-100 was slightly
Mastic-75: logG'(ω)=0.896logω-0.478
higher than that of control mastic. For example, the fatigue life of
Mastic-100: logG'(ω)=0.899logω-0.513
mastic-100 was 19.9% higher than that of control mastic when
0.1 1 10 the strain level was 5%. This result indicates that replacing LMF
Frequency ω (Hz) with HGM was beneficial for the fatigue performance of asphalt
mastic. As shown in Fig. 6, HGM particles were broken during
Fig. 13. Relationship of storage modulus vs. frequency. the mixing process, which, together with the hollow structure of
HGM, made the actual replaced volume of HGM be lower than
it’s supposed to be. Thus, there was a higher volume of asphalt in
3.7. LAS test results
the asphalt mastic containing HGM, which led to a better fatigue
performance [41].
The fatigue performance of asphalt mastic was evaluated,
according to the LAS test method introduced in section 2.2.6. The
relationship of storage modulus vs. frequency is shown in Fig. 13.
The parameter B could be fitted using the data in Fig. 13, as shown
in Table 5. It can be found that for different asphalt mastics, the
relationship of storage modulus vs. frequency were very similar Control mastic
to each other, thus leading to the very small difference of parame- Mastic-25
ter B between asphalt mastics. Mastic-50
|G*|•sinδ (MPa)

The relationship of shear stress vs. strain in the second proce- Mastic-75
dure of LAS test is shown in Fig. 14. With the increase of shear Mastic-100
strain, the shear stress first increased until it reached the peak,
and then decreased. The peak shear stress of asphalt mastic
decreased with increasing replacing ratio of HGM.

Table 5
Fitting parameters in the LAS test.

Mastic type B A35

Control mastic 4.230 1.461E + 07
Mastic-25 4.226 1.626E + 07 0 1000 2000 3000 4000 5000
Mastic-50 4.228 1.652E + 07
Mastic-75 4.234 1.682E + 07 Damage Intensity (D)
Mastic-100 4.226 1.733E + 07
Fig. 15. Damage characteristic curve of asphalt mastics.
8 D. Yinfei et al. / Construction and Building Materials 244 (2020) 118380
a 0.37
0.36
0.35
N f (1 million ESALs)
0.34
0.33
0.32
0.31
0.30
Control mastic Mastic-25 Mastic-50 Mastic-75
Asphalt mastic type
Fig. 16. Fatigue life at (a) strain level of 2.5% and (b) strain level of 5%.
4. Conclusions
This paper studied the feasibility of using hollow glass micro-
sphere (HGM) to replace limestone mineral filler (LMF) to prepare
asphalt mastic for the purpose of cooling asphalt pavement. The
properties of HGM and LMF were characterized from the micro-
scopic perspective. The effects of filler type on the thermal conduc-
tivity, spectral reflectance, anti-rutting and fatigue performance
were studied. Based on the test results, the following conclusions
were obtained in this paper:
(1) Compared with LMF, HGM had larger particle size, wider
particle size distribution range. From the results of XRF
and XRD tests, it was found that the two fillers had very dif-
ferent chemical element composition and crystal structure.
(2) According to the FITR spectrum analysis of asphalt, HGM,
LMF and asphalt mastic, it was found that HGM and LMF
were physically mixed with asphalt. The SEM result shows
that some HGM particles with hollow structure were broken
during the preparation of asphalt mastic.
(3) Replacing LMF with HGM could enhance the thermal resis-
tance of asphalt mastic. The thermal conductivity of
mastic-100 was about 40% lower than that of control mastic.
In addition, HGM could increase the spectral reflectance of
asphalt mastic, especially in the near – infrared band. The
NIR reflectance of mastic-100 was about 60% higher, com-
pared to control mastic.
(4) The non-recovery creep compliance and creep recovery rate
were measured using MSCR test. From the results it was
found that the anti-rutting performance of asphalt mastic
reduced with the addition of HGM.
(5) The LAS test was used to analyze the fatigue characteristics
of asphalt mastic. At the same strain level, the fatigue perfor-
mance of asphalt mastic mixed with HGM was slightly
improved. Therefore, the addition of HGM had a positive
effect on the fatigue performance of asphalt mastic.
In spite of the positive effects on the thermal conductivity, solar
reflectance and fatigue performance of asphalt mastic due to
replacing LMF with HGM, the reduced anti-rutting performance
means that some further measures should be applied to deal with
b 0.0195
0.0190
N f (1 million ESALs)
0.0185
0.0180
0.0175
0.0170
0.0165
0.0160
Mastic-100 Control mastic Mastic-25 Mastic-50 Mastic-75 Mastic-100
Asphalt mastic type
the surface characteristic of HGM, in order to reduce or eliminate
its negative influence on the anti-rutting performance of asphalt
mastic.
CRediT authorship contribution statement
Du Yinfei: Conceptualization, Methodology, Writing - review &
editing. Dai Mingxin: Data curation, Writing - original draft. Deng
Haibin: Resources, Project administration. Deng Deyi: Resources,
Project administration. Cheng Peifeng: Methodology. Ma Cong:
Writing - review & editing.
Acknowledgements
This work was financially supported by the Highway Technol-
ogy Project of Zhejiang Highway Administration Bureau, China
(Grant number 2019H12) and National Natural Science Foundation
of China (Grant number 51808562).
References
[1] M. Santamouris, Using cool pavements as a mitigation strategy to fight urban
heat island-A review of the actual developments, Renew. Sust. Energ. Rev. 26
(2013) 224–240.
[2] Y.H. Qin, A review on the development of cool pavements to mitigate urban
heat island effect, Renew. Sustain. Energy Rev. 52 (2015) 445–459.
[3] X.J. Cao, B.M. Tang, T.Y. Luo, P. Guo, Preparation of fluorinated acrylate coating
with high albedo and its cooling effect on asphalt mixture, Road. Mater.
Pavement. 18 (2) (2016) 464–476.
[4] H. Wu, B.B. Sun, Z. Li, J. Yu, Characterizing thermal behaviors of various
pavement materials and their thermal impacts on ambient environment, J.
Clean. Prod. 172 (2018) 1358–1367.
[5] Y.F. Du, J.Q. Chen, Z. Han, W.Z. Liu, A review on solutions for improving rutting
resistance of asphalt pavement and test methods, Constr. Build. Mater. 168
(2018) 893–905.
[6] J.Q. Chen, H. Wang, H. Zhu, Analytical approach for evaluating temperature
field of thermal modified asphalt pavement and urban heat island effect, Appl.
Therm. Eng. 113 (2017) 739–748.
[7] N. Xie, H. Li, A. Abdelhady, J. Harvey, Laboratorial investigation on optical and
thermal properties of cool pavement nano-coatings for urban heat island
mitigation, Build. Environ. 147 (2019) 231–240.
[8] A. Sha, Z. Liu, K. Tang, P. Li, Solar heating reflective coating layer (SHRCL) to
cool the asphalt pavement surface, Constr. Build. Mater. 139 (2017) 355–364.
[9] X. Shi, Y. Rew, E. Ivers, C.S. Shon, E.M. Stenger, P. Park, Effects of thermally
modified asphalt concrete on pavement temperature, Int. J. Pavement Eng. 20
(2019) 669–681.
 D. Yinfei et al. / Construction and Building Materials 244 (2020) 118380
[10] Z. Zhang, Y. Luo, S. Huang, K. Zhang, Evaluation of temperature reduction and
pavement performance of floating beads asphalt mixture, Int. J. Pavement Eng.
20 (2019) 349–356.
[11] H. Wu, J. Yu, W.M. Song, J.F. Zou, Q.W. Song, L. Zhou, A critical state-of-the-art
review of durability and functionality of open-graded friction course mixtures,
Constr. Build. Mater. 237 (2020) 117759.
[12] Y. Qin, Y. He, J.E. Hiller, G. Mei, A new water-retaining paver block for reducing
runoff and cooling pavement, J. Clean. Prod. 199 (2018) 948–956.
[13] W. Si, B. Ma, X.Y. Zhou, J.P. Ren, Y.X. Tian, Y. Li, Temperature responses of
asphalt mixture physical and finite element models constructed with phase
change material, Constr. Build. Mater. 178 (2018) 529–541.
[14] Y.F. Du, P.S. Liu, J.C. Wang, H. Wang, S.W. Hu, J. Tian, Y.T. Li, Laboratory
investigation of phase change effect of polyethylene glycol on asphalt binder
and mixture performance, Constr. Build. Mater. 212 (2019) 1–9.
[15] P. Pan, S. Wu, Y. Xiao, G. Liu, A review on hydronic asphalt pavement for energy
harvesting and snow melting, Renew. Sustain. Energy Rev. 48 (2015) 624–634.
[16] H.C. Dan, J.W. Tan, J.Q. Chen, Temperature distribution of asphalt bridge deck
pavement with groundwater circulation temperature control system under
high- and low-temperature conditions, Road. Mater. Pavement. Des. 20 (2019)
509–527.
[17] Y.F. Du, S. Qin, S.Y. Wang, Highly oriented heat-induced structure of asphalt
pavement for reducing pavement temperature, Energy Build. 85 (2014) 23–31.
[18] Y.F. Du, S. Qin, S.Y. Wang, Bidirectional heat induced structure of asphalt
pavement for reducing pavement temperature, Appl. Therm. Eng. 75 (2015)
298–306.
[19] Z.T. Zhang, K.T. Wang, B.H. Mo, X.F. Li, X.M. Cui, Preparation and
characterization of a reflective and heat insulative coating based on
geopolymers, Energy Build.. 87 (1) (2015) 220–225.
[20] J. Yuan, C. Farnham, K. Emura, Performance of retro-reflective building
envelope materials with fixed glass beads, Appl. Sci. 9 (2019) 1714.
[21] A.N. Al-Gemeel, Y. Zhuge, O. Youssf, Use of hollow glass microspheres and
hybrid fibers to improve the mechanical properties of engineered
cementitious composite, Constr. Build. Mater. 171 (2018) 858–870.
[22] D. Oreshkin, V. Semenov, T. Rozovskaya, Properties of light-weight extruded
concrete with hollow glass microspheres, Procedia Eng. 153 (2016) 638–643.
[23] L.A. Ivanov, N.N. Kiselev, V.A. Slugin, D.V. Kiesewetter, V.I. Malyugin,
Measuring the retroreflection from glass microspheres and predicting the
quality of retroreflective coatings, J. Opt. Technol. 73 (2006) 29–33.
[24] E.J. Dos Santos, A.B. Herrmann, S.K. Prado, E.B. Fantin, V.W. Dos Santos, A.V.M.
De Oliveira, A.J. Curtius, Determination of toxic elements in glass beads used
for pavement marking by ICP OES, Microchem. J. 108 (2013) 233–238.
[25] C. Feng, H. Zhang, C. li, W. Jia, F. Lai, The effects of hollow glass microsphere
modification on the road performances and thermal performance of asphalt
binder and mixture, Constr. Build. Mater. 220 (2019) 64–75.
[26] Y.Q. Tan, Z.H. Li, X.Y. Zhang, Z.J. Dong, Research on high- and low-temperature
properties of asphalt-mineral filler mastic, J. Mater. Civ. Eng. 22 (2010) 811–
819.
9
[27] Y. Lei, H.N. Wang, X. Chen, X. Yang, Z.P. You, S. Dong, J.F. Gao, Shear property,
high-temperature rheological performance and low-temperature flexibility of
asphalt mastics modified with bio-oil, Constr. Build. Mater. 174 (2018) 30–37.
[28] ASTM. Standard tables for reference solar irradiance: direct normal and
hemispherical on 37 tilted surface. ASTM International. West Conshohocken,
PA, 2012.
[29] AASHTO, Standard method of test for multiple stress creep recovery (MSCR)
test of asphalt binder using a dynamic shear rheometer (DSR), AASHTO TP 70-
12. 2009, Washington, DC.
[30] A.K. Das, D. Singh, Influence of Nano size hydrated lime filler on rutting
performance of asphalt mastic, Road. Mater. Pavement Des. (2019) 1–21.
[31] A. Simone, F. Mazzotta, S. Eskandarsefat, C. Sangiorgi, V. Vignali, C. Lantieri, G.
Dondi, Experimental application of waste glass powder filler in recycled
dense-graded asphalt mixtures, Road. Mater. Pavement Des. 20 (3) (2019)
592–607.
[32] Y.D. Wang, Z.M. Liu, P.W. Hao, Investigation on mechanical and microwave
heating characteristics of asphalt mastic using activated carbon powder as
electro-magnetic absorbing materials, Constr. Build. Mater. 202 (2019) 692–
703.
[33] C. Hintz, R. Velasquez, C. Johnson, H. Bahia, Modification and validation of
linear amplitude sweep test for binder fatigue specification, J. Transp. Res.
Board. 2207 (2011) 99–106.
[34] AASHTO, Standard Method of Test for Estimating Damage Tolerance of Asphalt
Binders using the Linear Amplitude Sweep. AASHTO TP 101-12, 2014,
Washington, DC.
[35] Y. Qing, Z.N. Zhang, D.Y. Kong, R.S. Chen, Influence of nano-SiO2 addition on
properties of hardened cement paste as compared with silica fume, Constr.
Build. Mater. 21 (3) (2007) 539–545.
[36] Q. Gao, X. Wu, Z. Xia, Y. Fan, Coating mechanism and near-infrared reflectance
property of hollow fly ash bead/TiO2 composite pigment, Powder Technol. 305
(2017) 433–439.
[37] A.V. Kataware, D. Singh, Evaluating effectiveness of WMA additives for SBS
modified binder based on viscosity, Superpave PG, rutting and fatigue
performance, Constr. Build. Mater. 146 (2017) 436–444.
[38] L. Zhang, H. Bahia, Y.Q. Tan, L. Chen, Mechanism of low- and intermediate-
temperature performance improvement of reclaimed oil-modified asphalt,
Road Mater. Pavement Des. 19 (2018) 1301–1313.
[39] M. Ameri, D. Mirzaiyan, A. Amini, Rutting resistance and fatigue behavior of
gilsonite-modified asphalt binders, J. Mater. Civil Eng. 30 (2018) 04018292.
[40] M. Zaumanis, R.B. Mallick, R. Frank, Evaluation of different recycling agents for
restoring aged asphalt binder and performance of 100% recycled asphalt,
Mater. Struct. 48 (2015) 2475–2488.
[41] J. Liu, K. Yan, J. Liu, Rheological characteristics of polyphosphoric acid-modified
asphalt mastic, J. Mater. Civil Eng. 30 (2018) 06018021.