onstruction ane Bling Materials 175 (2016) 40-88 Contents lists a lable at ScienceDirect Construction and Building Materials journal homepage: www.elsevier.com/locate/conbuildmat ELSEVIER Mechanical performance of asphalt mixture containing nano-charcoal ® coconut shell ash oa Siti Nur Amiera Jeffry*, Ramadhansyah Putra Jaya”, Norhidayah Abdul Hassan’, Haryati Yaacob*, Mohd Khairul Idham Mohd Satar® racy of Ci Engnering Department of eos and Transportation, Universit Tenolg! Malia, $1210 UTM, Johor Rar, Malaysia + 6% Nano-charcol ash significantly improved the asphalt mixture properties and performance { Nano-chareoal ash has increased the performance of asphalt mixture owing fo aging reduction. { Nano-charcoal ash enhanced the lowest surface roughness, leading to high adhesion between bitumen and aggregate particles, ARTICLE INFO ABSTRACT Irie ion Rutting and fatigue cracking ate issues in pavement engineering that led to numerous studies for improv- ing pavement performance. Bitumen modification by nanomaterials is a method thet can enhance the performance of sephale mixtures due fo the large surface area and small size (1-100 nm) of nanomate- Fials. Therefore, this research was focused on the influence of nano-charcoal coconut shell ash (NCA ‘modified bitumen towards the engineering properties of asphalt mixtutes. Engineering property tests Were carried out on 0% (control, 1.5%, 6% and 7.5% NCA asphalt mixtures, These tests include Marshall, Roya Snalyss, indirect tensile strength (TS). resent modulus and dynamic creep tes. The microsructire Na aah Droperts ofthe asphalt mntres were evaluated using Atomic force microscopy (AFM) and el emis- Son scanning eletton microscopy (FESEM), Results showed that the Matshall stability, ITS. resent ‘modulus and dynamic creep of the asphalt mixture were significantly smproved with the addition of [GE NCA. AFM results showed that 6 NCA has the lowest surface roughness which improved the adhesion of asphalt mixture. lat and dense asphalt mixture was observed from FESEM which contributed to the enhancement of asphalt mixture engineering performance Coconut sell Asphalt micure (© 2016 Elsevier Ld. All rights reseed 1. Introduction The asphalt pavement is a type of road infrastructure that ‘enables vehicles to travel from one place to another. This strong, and durable infrastructure presents 2 smooth surface to provide safe riding quality for road users. Bitumen and aggregates are the main pavement materials designated to withstand loads under various environmental conditions. However, the service provided by asphalt pavement decreases with time due to the increased of traffic loading and sensitivity of bitumen towards temperature, Thus, bitumen modification has become a focus research area at “Tcoesponding autbor at: Facly of Civ Engineering, Deparomest of ceotechics and Teansportation, Universit Tekaeog Malai 81310 UM, Johor Sab Malaysia ‘nal ade ramadhansyaboutn. ny (RP. ay nupsdoog)101015) conbuldmat 201404024 0950.0618)¢ 2018 Elser Led. Al cghts reserve present ta improve the performance of asphalt pavements. Various ‘modifiers and additives have been used to alter the physical and theological properties of bitumen which could affect the perfor mance of asphalt mixture [1.2) Recently, nanomaterials have garnered considerable attention ‘owing to their small size (1-100 nm) and large susface area, which ‘can provide long-term effects on pavement performance [3.4]. The inano-size range contributed to the novel and unique properties of nano-materals [5], Nano-materials can be used to develop novel pavement materials that can withstand traffic loadings and envi- ronmental conditions [6]. Numerous nano-materials have been incorporated in bitumen and resulted in enhanced performances fof the asphalt mixture especially in rutting and cracking 47-12}, Yusoff etal 12] reported that 4% nano-silica is the opti- ‘mum content to improve the performances of the asphalt mixture.SIMA. ef et /Constucton and Bulting Material 175 (2018) 40-48, a Based on resilient modulus test and dynamic creep test, 4% of nano-silica showed the highest and lowest values, indicating that the material can improve the rutting and fatigue resistance of asphalt mixtures. By contrast, Y20 etal, [4] revealed that the rut {depth of modified binder mixtures decreases in compatison with the control mixture, whereas the resilient modulus increases ‘These results indicate improved rutting performance. Nano- carbon and nano-rubber powders were utilised in asphalt binder by Yao et al. [15]. The performances of nano-carbon powder asphalt mixtures in terms of compression strength and resilient ‘modulus were higher than those of the nano-rubber powder- ‘modified asphalt mixtures. The same results were obtained by Sha- fabakhsh and Ani [8], who applied bitumen modified with nano- THO, and nano-SiO, in mixtures with natural aggregates containing 50x steel slag. Marshall test for the mixture presented increased stability and lower cutting after the repeated load axial test. Given the environmental, health and safety issues, the use of natural sources, such as nanomaterials from waste materials, can help to reduce the risks of hazardous nanomaterials and are environmen- tal friendly [3,15~18), In addition, the requirements for sustainable structures can be fulfiled by reducing the waste materials [1.18.19]. Waste materials, such as palm oil fuel ash, rice husk ash and rattan coconut shell,have been used as additives in com- posite materials, and several waste materials have been utilised as hnaniomaterials (20-23). yielding satisfactory outcomes with the enhanced performances of composite materials. Coconut shell has been incorporated as nanomaterials in bitu- men modification owing to its strength, good quality and biodegradable properties in numerous composite structures [24-27], Im the previous paper, the used of nano-charcoal ash (NCA) from coconut shell as additive to modify bitumen, resulted in significant improvement in the physical and rheological proper- ties [15]. Therefore, this study aims to assess the effect of NCA-modified bitumen in the performances of asphalt mixtures (ACI4). This objective was achieved by analysing the engineering properties of the asphalt mixture through Marshall test, tensile strength, resilient modulus and dynamic creep tests. Subse- quently, APM and FESEM analyses were discussed briefly to exam- ine the microstructure properties of the modified bitumen and the asphalt mixture 21, Nan-chrcal ah rom econ shel “C[2s-s0) Through this process, inure: i cocntt shall an be seduced With Iles the process havea was subsequently rushed using te Ls Angeles A= Sion machine and then sieved fo obtain parle sizes of <75 um seve se. For ‘btainingnanesized poorer, the ine chao wa round sing abl al which Ie smplest and cheapest fabrication method break parties inte nanomaterials [bi-t3[ Grinding was cared out or dferentGurstons of 3, 10,19 and 201 co ne tha ah yield nanosze charcoal The numberof bls il was fixed to 55 balls. A TOO g porn ofthe mateal was fed into il foreach grinding time. Napo-sie analysis ofthe charcoal Was di {use ina previous paper 15. ble shows te prepetes ofthe NCA. ge size and speci sac ae of the pate were etermined By ‘valves and BET single-point tes respectively. Meanie, cerca emporents tnd elements were obtained ffom proximate ad ultimate analyse, respecavely Fifa) show the sie and shape of NCA pats trough high-eraition image 2100 nm scale by wsingttansmision electron meroseagy (TEND, Meanwhile Fig (0) tndiated the paticles in the cle region have spheial tnd crashed ‘rumen Pt 60/70 was used in tis research The physical properties ef bts ‘men fled the local and international standards a shown nade? The eva "on ofthe control and NCA modified bicimen wae cad out pir ue them 3¢ Table Properties ef NCA erent analy (2) ‘odifedbicumen in pple mistre OX 158, 3%, 45%, 6x and 75% NCA bitumen 110) Ge NCA was recorded athe apimum NCA content de (os hgh signet ‘en was produced apd enhanced the pesortane of rling and aig casing forthe assent ofthe aspalemustue Ub addon the simu (1.5) and ‘maximum (752) contents ofthe NCA were evaustd inthe aophal anatar. The ‘ima NCA conent was analyse to acount for the small about of manera fel tobe incorporated in the asphalt mute for cost eduction. The maxi INCA content was analysed in ode to maximize the usage of waste materia Ths procedure was conducted te necate any sigan impovernent when ese eatages were applied inthe asp ms 25, Aeeegte Granite ageegate was used in thi reseasch The physical properties of the sneeze satiieg the acl and ineratonal standards a shown Tab The Ian specie araity of the segrecaes conte to strong segregates, Water Soerption war <2 ndesting thatthe sgprerater eid ot aber high itn ‘eeaided wes the storage sabi test nas pefrtned afte the bitumen ed ‘well in the bitumen owing to the anescale size. A temperatute of 160°C was ‘ployed durin bending because excessively hightemperature can lead t itu ten aging. Alsing dation of 60 min was selected to ensure adeqste maxing Becween the addtive and bitumen and te function as 2 homogenous binge 7) The meet bitumen was then uslized In the production of asphalt mature The cype of asphalt mintre used was ACI dase graded. The parti size dst ton of ACTA is presented in rr 2 with median gr2eavon seeced between the lower an upper its O (Contr 133, and 15% NCA asphalt mixtures were produced with the epicate af tive for ech mixture Both the buen and aeee tes were mie nal agzregates were adequately costed Ming (017 #002 as) and compacting (0.28005 Ps temperate |") were sre for ech 9 of 4. Experimental works 3.1, Marshall stability and flow test ‘The Marshall test of a compacted mixture was carried out in accordance with ASTM 6927 [41]. The parameters that were obtained in this study include stability, flow, stiffness, density. void in total mix (VIM), and void filled with bitumen (VFB). Each parameter requires a specific range to be fulfilled to ensure ade- ‘quate durability of the mixture during its service. Marshall analysisa SNA ety eal Construction and Bulg Mates 175 (2018) 40-48 Fig. 1. Fates sizeof NCA (a Pate at 100m scale (bj Sie ofthe pastes. Dessipion Tent Requirement Speciation Pevetration 25°C (mm) 608 ——6O-TD——_—ASTMDS 5] Safening pant °C) 480456 ASTDIG 5), Vucory 135°C (Pas) 05) DPax——aSTHEDAAOR} Deaoane 33 Less oP asta D7175 (37), provides empirical assessment for a mixture prior to fundamental ‘engineering evaluation, in which several factors, including temper ature and load from trafic, were taken into account. The asphalt ‘mixtures at OBC values were verified to ensure that all values lie within the range of AC 14 wearing course in accordance with the specifications of Jabatan Kerja Raya (JKR) 42). In addition, the per= centage of weight loss after the deformation of asphalt mixtures ‘was obtained to correlate weight loss with stability. 3.2. Performance test of asphalt mixture 3.2.1. Indirect tensile strength (175) Indirect tensile strength testis a destructive test applied to the vertical diameter plane of the sample to investigate the cracking resistance of the mixture owing to ambient temperature. This test ‘was carried out in accordance with ASTM D6931 [43], The samples ‘were conditioned at 25 °C in the Universal Testing Machine (UTM) {or 4h prior to testing. A single compressive load at arate of 50 25 ‘mmfmin was applied to the sample across its vertical diameter plane. The value of peak load at failure was used to compute the 2000? st a ‘where Sis the indirect tensile strength (kPa), Pis the maximum load (Nts the specimen height immediately before the test (mm) and. Dis the specimen diameter (mm). 3.22. Resilient modulus ‘The resilient modulus test is a non-destructive test used to ‘measure the recoverable strain of the material under repeated stress. The recoverability ofthe asphalt mixture after loading was ‘examined at 25 °C and 40°C to estimate the potential of fatigue ‘racking and rutting. A repeated haversine load of 1000 N with five pulses was applied onto the sample. This procedure was then repeated on the same sample at 90° rotation according to ASTM 14123 [44] Resilient modulus was calculated by a software using Eq, (2). w= = ‘where Ms the resilient modulus (MPa), ¢y isthe applied load (N) and & isthe strain of the sample (mm). @ 323. Dynamic creep Dynamic creep test is a destructive test conducted in accor- dance with BS EN 12697-25 [45] at 40°C. This test was carried ‘out to estimate the rutting potential ofthe asphalt mixture, Load ‘was applied to the specimen at 300 kPa until 3600 cycles, at which the specimen deforms with time consequently affects the value of the strain, Creep stiffness modulus and creep strain slope were obtained using Eqs. (3) and (4). indirect tensile strength of the sample using Ea, (1) bee 7 e Tables Pays popes ces of asseate Payal Tasca Conteh Requnenent Speci Specie sry ine zen = AST C128 15) Course 2695 - ASTM 12735) Wiater sorption (=) Re 1081 a APC 126 38) Conse oa oe ASDC 127 39) Agregate impact value (AN) (=) Aetained at 10mm seve ize wa 20% BS EN 1097-220) ‘Agtegate crushing value (ACV) (2) Retained at 10mm Seve size ve 200SIMA Jef Conse Passing 1s Sieve size (nm) ig 2. AC 14 gradation, = lf ~ HOB.0 Tog 3600 —Tog 1200 4 where Eis the creep stiffness modulus (MPa, isthe applied stress (kPa), eis curmulative axial strain at 3600 cycles (mm), CSS is creep strain slope, £3600 is strain at 3600 cycles and €1200 is strain at 1200 cycles 3.3. Atomic force microscopy (AFM) AFM (JPK NanoWizard® 4 BioScience) was used to analyse the surface roughness of bitumen in this study, The sample was pre- pated on glass slides with a diameter of approximately 1 cm. When a sharp tp (cantilever) was scanned across the surface, the interac- tion between the tip and the surface was measured and produced into an image of the surface topography (46). Tapping mode, which can prevent damage to the sample, was used for scanning. 34, Field emission scanning electron microscopy (FESEM) PPESEM (Hitachi SU8020) was used to analyse the surfaces of the ‘material which include morphology, chemical composition, erys- talline structure and orientation of materials making up the sam- ple. Besides that, it also can analyse the chosen surface’s points of the materials. This analysis was performed by focused beam of high energy electrons to produce various of signals at the surface of the materials. The material was coated with platinum prior to analysis. Then, the materials were placed horizontally on the sub- strate holdes (180°) for the surface analysis and vertically at 90° for the cross-sectional view (thickness), 4. Result and discussions 4.1, Marshal analysis Based on the Marshall analysis, the OBC values for 0% (control mixture), 1.5%, 6% and 7.5% NCA mixtures were 5.50%, 5.30%, 5.26% and 5.79%, respectively. Little differences were observed between the OBC values for 1.5% and 6% NCA, The OBC values also less than that of the OBC of the control mixture. This result was attributed t0 the large surface area of NCA, which leads to high interfacial forces between NCA and the bitumen matrix that cre- ated high cohesion of the modified bitumen. Hence, adhesion between the bitumen and tes was sufficiently stro combine the materials together; thus, bitumen content was decteased in the optimum performance. However, the 7.5% NCA mixture showed an increased of OBC by 029% compared with the control mixture. This might be due to excessive amounts of on and Bing Matera 13 (2018) 40-48 * NCA which attracted more particles of bitumen to its surface and agglomerates until shortage of bitumen to fil in the voids of the asphalt mixture. Thus, more bitumen was needed in order for the asphalt mixture to perform at the optimum level, However, all parameters fulfilled the requirements of Jabatan Kerja Raya (JKR) [42] as shown in Table 4, Te can be seen in Table 4 that the stability of NCA asphalt mix- tures were higher than the control mixture. The 6% NCA mixture was found higher than other mixtures with the stability of 1SABON relative to the control (12.340 N). 1.5% (12.778 N) and 7.8x (13,508 N) mixtures. On top of that, 6% NCA mixture appeared to be an optimum mixture due to reduction of stability at 75% NCA mixture. These results of stability could be related to the bulk specific gravity of the mixtures. Fig. 3 shows the relationship between the specific gravity and stability of the asphalt mixture The trend of the specific gravity was contradicted with the trend of the stability. Specific gravity influenced the densification of asphalt mixtures which affect the stability too. As can be seen, the specific gravity of the mixtures decreases with increasing of NCA content until it reaches 6% NCA and thereafter increased at 7.5% NCA. Evidently, &% NCA mixture showed the optimum specific aravity at 2.366, whereas the control mixture exhibited the highest specific gravity a 2.383, This result showed that 6% NCA possessed adequate density to provide high stability ofthe asphalt mixture compared to other mixtures. Flow on the other hand measured the vertical deformation of the mixture, which was obtained simultaneously with stability during the testing. Based on the results, flows were in the moder- ate values within the range of 2-4 mm, An excessively high flow ‘an lead to permanent deformation, whereas the opposite leads to cracking. The stiffness resulted from the stability and flow showed that 6% NCA asphalt mixture presented the highest stiff ness (5235 N) followed by 1.5% NCA (4356 N), 7.5% NCA (4302 N) ang control mixture (3972 N}. Meanwhile, VIM was affected by \VEB, The conttol mixture exhibited the highest VFB and the lowest VIM, whereas 6% NCA showed the lowest VFB and the highest VIM In relative with the stability results. 6% NCA can be seen has achieved desired content of voids, Wherein, it attained an ade- quate VFB and VIM which resulted in optimum stability of smixtus In addition, weight loss of the control and NCA asphalt mixtures ‘was analysed in order to check whether the percentage of weight loss do affects the stability of the mixtures. As can be seen in Fig. 4, the loss of weight of the NCA asphalt mixtures was lower than the control mixture. 6% NCA mixture obtained the lowest weight loss meanwhile control mixture exhibited the highest weight loss. Weight loss of asphalt mixture indicated the loss of adhesion between the bitumen and aggregates due to loss of inter- action between the materials, Higher weight loss leads to detri- ‘mental of stability of asphalt mixtures. It was therefore 6% NCA ‘mixture exhibited good bonding between the bitumen and aggre- gates as it presented the optimum weight loss which contributed {0 the optimum stability of the asphalt mixture 42. Indirect tensile strength (ITS) ‘The result of ITS at 25°C is shown in Fig, 5, The NCA asphalt mixtures show higher tensile strength compared with the control mixture. The 6% NCA mixture represented the highest tensile strength of 1288 kPa followed by 1.5% NCA (1171 kPa), 7.5% NCA (1101 kPa) and control mixture (1058 kPa). On the other hand, TTS can be seen increased with the increase in NCA content and started to decrease at 75% NCA which recorded the censile strength of 6% NCA asphalt mixture as an optimum performance. The increased in NCA contents up to 6% NCA seems to affect the results,rable -Masoall stably and proper. SNA ety eal) Constracton ond Buln Mates 175 (2018) 40-48 Tanner peccaion 6] apa we ORE we an Tama seni >sowo nwo hs ays ws a ew To-tomm Cc Shes +2000 joe 85PameSas Fae Vode wth amen ves) Foe jae ote artes as ved incom vIn Sosox Shoe PSS mE Sbity = 9 spect waviy which cannot be filled. Hence, the internal strength resistance of a ase the 75% NCA asphalt mixture was reciced and led to cracking of = the mixture. As 6% NCA serve as the optimum content in the bitte 15000 ta 2380 men properties test, it was therefore created strong bonding . = a between the bitumen and aggregates due to uniform distribution gz nooo S > 2375 F of the NCA content in bitumen matrix to coat the aggregates F ss000 2 & zaro # strongly and increased the internal strength resistance to smpat 2 2000 ass i load. It was thus, improving the resistance to cracking (4,12,46]. s1000 2380 4.3. Resilient modulus 10000 2388 os fig, 6 shows the resilient modulus of the control and NCA INA misture 6) Fig. 5. Specie gravity of NCA mode aphat uate asphalt mixtures at 25 °C and 40 °C. Similar trends were observed. {at both test temperatures. NCA asphalt mixtures exhibit higher resilient modulus compared with the control mixture at both tem- perature levels. The 6% NCA mixture (4843 MPa) showed the high- fest resilient modulus, followed by 1.5% (3410 MPa) and 7.5% NCA saan es tome (3392 MPa) and the control asphalt mixture (3315 MPa) at 25 °C. coo 14 Meanwhile, at 40°C the resent modulus of the control, 15%, vow |e vy Skand 7 SE NCA aphale mintres were 542,687, 781 and 598 Ss & _Mpa respectively. Excessive contents of NCA affected the perfor vicoo [i$ manceofthe 754 NCA mixture The 6x NCA content was dented z S, 3 as the optimum content that can enhance the resilient modulus of E sso sf theater tw and high emperatie i ~ 7 he results indicated thatthe 6X NCA mixture exhibits higher 00 -_ 19% cecoverblity compared with the other mixtures after being ‘acoo ao $ loaded at medium and high temperature. The capability of the ‘sphalt mixture to recover to its orginal condition depends on st os the elasticity of the bitumen The 6% NCA mixture achieved the eas © ts ighest resistance touting owing to its higher G*(omlex sheat [NCA mitre (6) modulus) and lower 4 (phase angle) compared with those of other ig 4. Lass of weight afected stably. NCA mitre) ig. 5.15 of contol and NCA asphalt mixture NCA bitumen based on previous bitumen evaluation. Meanwhile, both G* and 5 were reduced at low temperature, thus increasing resistance to fatigue cracking. Low 8 contributed to the elasticity ‘of the bitumen, thus facilitating the return to its original condition [1]. The contact between the modified bitumen and aggregate particles becomes stronger owing to strong bonding and high Realent Modulus (Pa) This outcome was due to agglomerations of the NCA which did ‘not distribute the bitumen matrix uniformly leading o some voids NCA metre) Fi. 6,Reslent moéulus of control ané NCA modified bitumenSIMA ef Construction and Bulting Material 175 (2018) 40-48 *® adhesiveness of the NCA. The stifness and elasticity of the 6% NCA asphalt mixture were enhanced, resulting in improved perfor- ‘mance of the 6 NCA asphalt mixture in terms of the resistance to rutting and fatigue cracking, 44, Dynamic creep utting evaluation at 40 °C was carried out using dynamic creep test. From this test, permanent strain, permanent deformation, creep stiffness and creep strain slope (CSS) results were computed. Based on Fig. 7, the control mixture presented the highest perma- nent strain of 9623 micro-strain compared with the NCA asphalt ‘mixtures. Meanwhile, 6% NCA obtained the lowest permanent strain (6220 micro-strain) compared with the other NCA asphalt ‘mixtures, The permanent strain affects the permanent deformation of the asphalt mixtures. AAs can be seen in Fig. 8, the NCA asphalt mixture achieved lower permanent deformation compared with the control asphalt mi ture, Given the similar permanent strain values of 1.5% and 6% INCA, strain affects permanent deformation because the two sam ples overlapped at 2000 cycles and then the deformation of 6% NCA was constantly lower than that of the 1.5% NCA. Fig. 9 shows the results of creep stiffness and CSS. The trend of creep stiffness increased up to 6% NCA and then decreased at 7.5% NCA. Meanwhile, the CSS trend decreased until 6% NCA and subse- {quently increased at 7.5% NCA. Low CSS value indicates high resi ance of the mixture to permanent deformation, The 6% NCA mixture presented the highest stifiness of 323 MPa and the lowest (CSS value of 0.15, These results were consistent with those of per- ‘manent strain and permanent deformation, with 6% NCA mixture showing the lowest strain and deformation owing to its high sift ness. Excessive NCA contents affected the performance of the 7.5% NCA mixture similar as detected in other performance tests. These analyses showed that the NCA-modified bitumen can reduce the permanent deformation of the asphalt mixture compared with the conventional bitumen, Based on the analysis, NCA-modifed asphalt mixture provided superior performance compated with the contral asphalt mixture However, 1.5% and 7.5% NCA did not perform at the optirnuma level. ‘The 6% NCA was considered as the optimum content of NCA that can enhance the performance of the asphalt mixture. It provides adequate density to cater the loads at high temperature and thus exhibits the optimum stability to resist ructing compared with other percentages. The high interfacial forces between the NCA particles with bitumen matrix led to strong bonding and high adhesion of the bitumen. Thus, the bonding between the bitumen and aggregates was enhanced and leads tothe significant improve- ‘ment in the performance of the asphalt mixture. In terms of costing Permanent strain (Mierosrain) NCA mictre () ig. 7, Permanent ssn of NCA modified asphak mitre Permanent deformation (mm) Number of eyes ladings) Fig. Cumulative permanent deformation of NCA medifed mbes, Im Creep Sifess | —m- creep strain Slope ‘reepstran slope (SS) Creep Stifiness (MPa) os BS 8E 8 o as 6 5 NA inture (8) Fig, 9, Crep sts: ane ereep sain slope (C55) of aphalt mitre and waste materials, NCA can be optimised effectively by using 6% NCA because ofits good performance. 45. AFM AFM was used to examine the roughness of the 0% (control), 1.5%, 6% and 7.5% NCA-modified bitumen. Bitumen topography is composed of three phases, namely, bee structure (consists of peaks and valleys), dispersed domain (dark colour region) and flat matrix (light colour region) [45,4749]. Based on the observation in Fig. 10, the bee structures of the NCA-modified bitumen were reat- ranged and formed in a smaller size relative to those of the control bitumen. Besides that, the dark colour region in the NCA-modified bitumen was distributed in spots instead of associated similarly to the control bitumen, Ths finding showed that NCA was uniformly, dispersed in the bitumen mattix. The uniform dispersion region ‘was attributed to the interfacial bonding of the NCA and the bitu- ‘men. Among all NCA-modified bitumen, 6% NCA showed smallest bee structures and homogenous dispersed domains. One factor in the formation of bee structures is the presence of the aromatics asphaltenes. In this case, small homogeneous bee structures formed in the modified bitumen owing to decrease aromatics. However, the formation of bee structures affects the surface rough- ‘ness of the bitumen [50] Fig. 11 shows the graph of the values of average roughness (Ra), root mean square roughness (Rq) and total roughness (Rt) for the control and NCA-modified bitumen. Ra is the simplest parameter {0 measure surface roughness without considering the peaks and valleys. By contrast, Rq is mote sensitive to peaks and valleys. Rt 4s the measurement of the total vertical distance between peaks and valleys, Adhesion between bitumen and aggregates decreases“6 SNA efiy eal Construction and Bul Fig. 1. Topography of conto te eng _ A za <4 we = a of wot 1 ae © Nexcomentos ig 1. Value of oughnes (a, Ne) ‘with the increase in surface roughness. Increase surface roughness leads to less coating of the bitumen with the aggregates which decreasing the adhesion between the materials. Therefore, the strength of the asphalt mixture will be affected as well, Adherence is strongly influenced particularly by Rg, because Rq considered the peaks and valleys of the surface. Peaks prevent bonding between two different materials, thereby reducing adhesion at the peak location (50) ‘A similar trend was observed in the three types of roughness, ‘with NCA-modified bitumen showing lower roughness compared with control bitumen. The graph decreased until 6% NCA and increased again at 7.5% NCA. Hence, 6% NCA exhibited lower sur- face roughness in comparison with other samples. The reduction in bee structures and the homogenous dark colour region in the ‘5% NCA resulted in increased smoothness of the bitumen surface. INCA was dispersed uniformly inthe bitumen matrix, thus creating Wang Mores 175 (2018) 40-48 1.5% NCA. proper bonding between the bitumen matrix and NCA. It was then ‘enhanced the bonding of the bitumen and aggregates in asphalt ‘mixture, Highest strength of 6% NCA asphalt mixture that was ‘obtained from the performance tests indicated the improvement ‘of the adhesion between the modified bitumen and aggregates, 46. FESEM Since 6% NCA recorded the significant improvement in the per- ormances of the asphalt mixture, the morphology Was then exam- ined using FESEM, Fig, 12 presents the images of control and 6% INCA asphalt mixtures with the energy dispersive X-ray analysis (EDX). It can be seen from Fig. 12 (a), the surface clearly shows large voids and gaps between the aggregates. Uneven surface tex- ‘tures were formed due to poor coating and high surface roughness ‘which leads to improper bonding between the aggregates. Alter the modification, no gaps between the aggregates were observed ‘and the voids were reduced to smaller sizes as shown in Fig, 12 (b). The surface was flat and dense. This indicated the 6% NCA asphalt mixture has stranger bonding between the materials com- ppared to the control sample. This was due to the high surface area ‘of NCA which led to large surface exposures to bitumen matrix. The particles of NCA uniformly dispersed in the bitumen mattix which then created strong bonding between the materials. The interac- tion between the particles then increased the interfacial forces ‘and reduced the surface roughness as indicated by AFM which ‘enhanced the adhesiveness of the bitumen, Owing to that, bitumen held the aggregates strongly due to increase of adhesion. The bitu- ‘men was able to coat uniformly and filled in the voids which con- tributed to dense asphalt mixture. Thereby, it increased the strength and performances of asphalt mixture. Examination of the chemical elements by EDX showed the presence of carbon which contributed by the bitumen while theSIMA Jef et Construction and Bulting Material 175 (2018) 40-48, a a) Control asphalt mixture b) 6%NCA asphalt mixture Fig. 12, Morphology and #DX of contra and 6: NCA asphalt mintre clements of silica, Si, calcium, Ca, Aluminium, Al, Ferum, Fe, sodium, Na and so forth indicating the chemical elements of aggre- agate. The highest contribution of elements for both asphalt mi {ures were C, 0 and Si in sequent. The results showed that C was increased about 32% from control to 6% NCA asphalt mixture Meanwhile, Si and O were decreased about 31% and 22% respec- tively. The good coating of aggregates was produced since the 6% NCA bitumen matrix was uniformly distributed on the surface of the mixture contributed to higher carbon element. The reduction of silica element was attributed by the less exposure of the aggre- sate surfaces, This was due to che ability of the bitumen matrix coating the aggregates properly. In the meantime, the high dens fication attributed by smaller voids and gaps between the aggre- sates leading to less oxidation which causes aging of the mixture compared to the control mixture. This showed that 6% NCA mi ture has good adhesion which improved the strength and perfor- smances of the asphalt mixture. 5. Conclusions “The performance of NCA asphalt mixtures were enhanced com- pated with the control asphalt mixture. Of the NCA asphalt mi tures, 6% NCA was the optimum NCA content that can improve the engineering properties ofthe asphalt mixture. Due to its opti- ‘mum density and stability. it achieved the highest tensile strength of 1288 kPa which increased the internal resistance of the mixture to cracking, The ability of the asphalt mixture recovered to its original state after being loaded was shown when the resilient ‘modulus was improved for both 25°C and 40°C temperatures ‘The high resistance to rutting was shown when it obtained the lowest permanent deformation and highest creep stiffness com- pared to other mixtures. Besides that, AFM revealed that 6% NCA presented the lowest surface roughness, leading to high adhesion between bitumen and aggregates. The mixture was flat and dense when observed by FESEM. This indicated the 6% NCA asphalt mix- ture created strong bonding between the materials compared with the control sample. Hence, the performance ofthe asphalt mixture ‘was significantly improved through the incorporation of 6% of NCA. Conflict of interest ‘The authors declare that they have no conflict of interest. ‘Acknowledgements ‘The financial support provided by Malaysian Ministry of Higher Education and Universiti Teknofogi Malaysia in the form of a research grant vote no. QJ1300002522.18H05 and Q. 3130000.2522.19H82 for this study is highly appreciated. References [1] 2x scown. Ps. Kandbal FL bests, VR Kim, D-¥. Lee TW. Kennedy Hot Mot Aiphit Mates, Mistre Design and Canstucion tied ee, NAPA {esearch a edestonfxndtion anatn. Matyand, USA, 2008, [2] J Rese. Whiteeak Te sel Buren Handbook AR ed, Thomas Teord Publishing. London, UK 2003“ SNA efiy eal Construction and Buln Mates 175 (2018) 40-48 [3] We. sty, Applications a nanetechalogy in road pavement engineeing in techy nena Fan St Spgs eas Ta] LF Xan Areata, 2. You, Huang. 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