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Serdal Terzi - One of the best experts on this subject based on the ideXlab platform.

  • evaluation of rice husk ash as Filler in hot mix asphalt concrete
    Construction and Building Materials, 2013
    Co-Authors: şebnem Sargin, Mehmet Saltan, Nihat Morova, Sercan Serin, Serdal Terzi
    Abstract:

    Abstract In the study, it was investigated to use the rice husk ash (RHA) in the hot mix asphalt as Mineral Filler. For this purpose, four different serial asphalt concrete samples were produced using limestone (LS) in different proportions (4%, 5%, 6%, and 7%) as Mineral Filler. The amount of optimum bitumen and the value of Marshall Stability (MS) were determined with MS test for the samples. Choosing the series of asphalt having 5% Filler which has given the highest stability RHA was changed with LS Filler in the rate of 25%, 50%, 75%, and 100%. After that MS test was conducted on the produced samples and the results were evaluated. As a result, it has come in view that RHA can be used as Mineral Filler in the asphalt concrete.

  • Evaluation of andesite waste as Mineral Filler in asphaltic concrete mixture
    Construction and Building Materials, 2012
    Co-Authors: İsmail Uzun, Serdal Terzi
    Abstract:

    Abstract In the study, the use of andesite collected during the shaping process of andesite blocks in asphalt mixtures as Mineral Filler was investigated. Samples with limestone aggregate were prepared and the optimum bitumen content was then determined by the Marshall Stability Test procedure. Using optimum bitumen content and the same limestone aggregate and aggregate gradation as the andesite waste Mineral Filler (under No. 200 sieve), the mixtures were prepared and their stability values determined. When comparing all mixtures, the andesite Mineral Filler with 6% bitumen content showed the highest stability, but this stability value was less than the limestone mixtures with 4% bitumen content. In addition, 6% in the andesite and limestone Filler content in the samples, the optimum percentage of bitumen was investigated. Following this, it was found that 5% bitumen content provided the best stability value. As a result, especially in areas where there is widespread andesite waste, if transportation costs do not exceed the cost of limestone, andesite waste can be used instead of limestone in asphalt concrete mixtures as Mineral Filler.

Abbas Alhdabi - One of the best experts on this subject based on the ideXlab platform.

  • laboratory investigation on the properties of asphalt concrete mixture with ggbfs as Filler
    Microelectronics Systems Education, 2019
    Co-Authors: Abbas Alhdabi, Nibras A Alsahaf, Layth A Mahdi, Zahraa Yesar, Haneen Moeid, Mortada Hassan
    Abstract:

    Consuming of by product materials in build manufacture such as making of hot asphalt mixtures introduces worthy interest on the way of ecological, economic standpoint. Accordingly, in this experimenter research, it was scrupulous for using Ground Granulated Blast Furnace Slag (GGBFS) in state traditional metal Filler in hot asphalt mixtures. The mechanical characteristic was rating by lineal Marshall Stability & Indirect Tensile Strength tests. However, moisture harm and long-range aging were investigated by locate Index of retained Strength (IRS) & Mean Marshall Stability Ratio (MMSR), respectively. The empirical outcomes have presented a considerable refinement in the mechanical properties and a fundamental promotion in durability of the generated mixtures i.e. Asphalt Concrete Mixtures with GGBFS as a Mineral Filler (GGBFSAC) in rapprochement with the control mixtures that were infectious by ordinary Portland cement (OPC) as a Mineral Filler (OPCAC). As an outcome of this research, GGBFS can be united in state classical Mineral Filler in asphalt concrete mixtures especially in region where there is large GGBFS waste.

  • laboratory investigation on the properties of asphalt concrete mixture with rice husk ash as Filler
    Construction and Building Materials, 2016
    Co-Authors: Abbas Alhdabi
    Abstract:

    Abstract Incorporating of waste and/or by-product materials in construction industry such as production of hot asphalt concrete mixtures provide valuable advantages in terms of environmental and economic points of view. Accordingly, in this laboratory study, it was investigated to use Rice Husk Ash (RHA) instead of conventional Mineral Filler in hot asphalt mixtures. The mechanical properties were assessed by conducting Marshall Stability and Indirect Tensile Strength tests. While moisture damage and long term aging were inspected by determining Index of Retained Strength (IRS) and Mean Marshall Stability Ratio (MMSR), respectively. The experimental results have shown a significant improvement in the mechanical properties and a substantial upgrading in durability of the produced mixtures i.e. asphalt concrete mixtures with RHA as a Mineral Filler (RHAAC) in comparison with the control mixtures which were prepared with OPC as a Mineral Filler (OPCAC). As a result of this study, RHA can be incorporated instead of conventional Mineral Filler in asphalt concrete mixtures particularly in areas where there is extensive RHA waste.

  • improvement of asphalt concrete mixtures by adding pulverised fuel ash as Filler
    The Journal of Engineering, 2016
    Co-Authors: Abbas Alhdabi, Karar Shakir Dakhil, Hussain Ameen Qasim
    Abstract:

    Consuming of by-product or waste materials in highway engineering is significant in the construction of new roads and/or in renovations of the existing ones. Pulverised Fuel ash (PFA), which is a by-product material of burning coal in power stations, is one of these materials that might be incorporated instead of Mineral Filler in hot asphalt mixtures. Two types of surface course mixtures have been prepared one with conventional Mineral Filler i.e. ordinary Portland cement (OPC) while the second was with PFA. Several testings have been conducted to indicate the mechanical properties which were Marshall Stability and Indirect Tensile Strength tests. On the other hand, moisture damage and ageing have been evaluated by indicating Index of retained strength (IRS) and Long Term Aging (LTA), respectively. In accordance to the experimental investigation, the new hot asphalt mixtures i.e. with PFA Mineral Filler are comparable with conventional mixture and comply with the requirements which are recommended for surface course by the Standard Commission for Roads and Bridges (SCRB) in Iraq.

Linlin Zou - One of the best experts on this subject based on the ideXlab platform.

  • effects of Filler bitumen ratio and Mineral Filler characteristics on the low temperature performance of bitumen mastics
    Materials, 2018
    Co-Authors: Chuanfeng Zheng, Linlin Zou
    Abstract:

    This study analyzed the effects of the Filler–bitumen interaction of the content and the meso powder characteristics of the Mineral Filler on the low-temperature performance of bitumen mastics. Control strategies for the Mineral Filler content (Filler–bitumen ratio (RFB)) were also determined. Panjin #90 bitumen and styrene–butadiene–styrene polymer-modified bitumen were used in the experiment. Four kinds of limestone powder were used, all of which satisfy the Chinese standard for powder particle size but exhibit different meso characteristics. Each kind of limestone powder was used to prepare bitumen mastic samples under five different RFBs. The meso voids in the unit mass (Vg) of the four kinds of Mineral Filler were tested on the basis of the principle of the Rigden void ratio. The fixed bitumen–free bitumen ratio in the bitumen mastic samples was determined using Vg, bitumen density, and RFB. The low-temperature cohesive strength of the bitumen mastics was used as the control index for critical failure, whereas variation rates of bending creep stiffness at low temperature were used as the control index for fatigue failure. Results showed that the effects of the Filler–bitumen interaction of the content and the meso characteristics of the Mineral Filler are significant and such effects are determined by the fixed bitumen–free bitumen ratio. The optimal fixed bitumen–free bitumen ratio in the bitumen mastics under two low-temperature conditions (−30 °C and −10 °C) can be determined on the basis of the influence of the fixed bitumen–free bitumen ratio on the critical and the failure control indices. Moreover, RFB can be obtained through reverse calculation. The Mineral Filler content can therefore be precisely controlled, which is crucial for the rational use of Mineral Filler and for the improvement of the pavement performance of bitumen mastics at low temperatures.

  • Effects of Filler–Bitumen Ratio and Mineral Filler Characteristics on the Low-Temperature Performance of Bitumen Mastics
    MDPI AG, 2018
    Co-Authors: Chuanfeng Zheng, Linlin Zou
    Abstract:

    This study analyzed the effects of the Filler–bitumen interaction of the content and the meso powder characteristics of the Mineral Filler on the low-temperature performance of bitumen mastics. Control strategies for the Mineral Filler content (Filler–bitumen ratio (RFB)) were also determined. Panjin #90 bitumen and styrene–butadiene–styrene polymer-modified bitumen were used in the experiment. Four kinds of limestone powder were used, all of which satisfy the Chinese standard for powder particle size but exhibit different meso characteristics. Each kind of limestone powder was used to prepare bitumen mastic samples under five different RFBs. The meso voids in the unit mass (Vg) of the four kinds of Mineral Filler were tested on the basis of the principle of the Rigden void ratio. The fixed bitumen–free bitumen ratio in the bitumen mastic samples was determined using Vg, bitumen density, and RFB. The low-temperature cohesive strength of the bitumen mastics was used as the control index for critical failure, whereas variation rates of bending creep stiffness at low temperature were used as the control index for fatigue failure. Results showed that the effects of the Filler–bitumen interaction of the content and the meso characteristics of the Mineral Filler are significant and such effects are determined by the fixed bitumen–free bitumen ratio. The optimal fixed bitumen–free bitumen ratio in the bitumen mastics under two low-temperature conditions (−30 °C and −10 °C) can be determined on the basis of the influence of the fixed bitumen–free bitumen ratio on the critical and the failure control indices. Moreover, RFB can be obtained through reverse calculation. The Mineral Filler content can therefore be precisely controlled, which is crucial for the rational use of Mineral Filler and for the improvement of the pavement performance of bitumen mastics at low temperatures

Jizhe Zhang - One of the best experts on this subject based on the ideXlab platform.

  • utilization of red mud as an alternative Mineral Filler in asphalt mastics to replace natural limestone powder
    Construction and Building Materials, 2020
    Co-Authors: Jizhe Zhang, Ming Liang, Hongguang Jiang, Zhanyong Yao, Xiaomeng Zhang
    Abstract:

    Abstract With the view of reducing the consumption of non-renewable limestone resources, the waste-derived secondary resource can be considered as the limestone powder replacement for hot asphalt mixtures. This study unravels the feasibility of using a red mud-derived alternative Filler aggregate to replace the commonly used limestone powder in asphalt mastics, and further improves the red-mud-modified asphalt mastic by using hydrated lime and white mud. The experimental tests, including direct tension (DT), Positest AT-A bonding strength, as well as dynamic shear rheometer (DSR), were performed to characterize the cracking resistance, the moisture damage, the fatigue behavior, as well as the rheological properties of asphalt mastic. Due to surface morphology and Mineralogical composition of red mud, its replacement of limestone powder improved the elastic recovery of asphalt mastic, but it had detrimental effect on properties of the cracking resistance, the moisture damage and the fatigue life. When incorporating the hydrated lime and white mud, both materials can improve the low-temperature cracking resistance of red mud asphalt mastic. Moreover, the incorporation of the white mud into the red mud asphalt mastic can enhance its moisture resistance of aggregate-mastic bonding under both short- and long-term moisture attack as well as its fatigue resistance.

  • environmental aspects and pavement properties of red mud waste as the replacement of Mineral Filler in asphalt mixture
    Construction and Building Materials, 2018
    Co-Authors: Jizhe Zhang, Ming Liang, Hongguang Jiang, Zhanyong Yao, Shengjie Liu, Yaning Qiao
    Abstract:

    Abstract The red mud waste generated from the alumina refining industry, which remains high alkalinity and problematic pollutants, is occupying considerable land resource and causing significant environmental problems worldwide. Instead of landfills, the utilization of the red mud waste as a substitution of Mineral Filler in asphalt pavement mixtures has been investigated in this study. The physical and chemical properties of the red mud waste were first characterized. The experimental tests including softening point, penetration, dynamic shear rheometer (DSR) and multiple stress creep recovery (MSCR) were then conducted to evaluate the properties of asphalt mastic. Based on the results on leaching toxicity and radioactivity, the red mud waste had no risk to be used as a building material. Moreover, the addition of red mud waste can improve the stiffness and elasticity of asphalt mastic. The increased rutting parameter and the decreased accumulated creep strain were further found, especially the Sintering RM. In addition, the Sintering RM had the capability to improve the elastic recovery of asphalt mastic, while the Bayer RM had limited contribution to this behavior. Consequently, the red mud waste can be concerned as a secondary resource to replace the natural Mineral Filler for asphalt pavements.

Chuanfeng Zheng - One of the best experts on this subject based on the ideXlab platform.

  • effects of Filler bitumen ratio and Mineral Filler characteristics on the low temperature performance of bitumen mastics
    Materials, 2018
    Co-Authors: Chuanfeng Zheng, Linlin Zou
    Abstract:

    This study analyzed the effects of the Filler–bitumen interaction of the content and the meso powder characteristics of the Mineral Filler on the low-temperature performance of bitumen mastics. Control strategies for the Mineral Filler content (Filler–bitumen ratio (RFB)) were also determined. Panjin #90 bitumen and styrene–butadiene–styrene polymer-modified bitumen were used in the experiment. Four kinds of limestone powder were used, all of which satisfy the Chinese standard for powder particle size but exhibit different meso characteristics. Each kind of limestone powder was used to prepare bitumen mastic samples under five different RFBs. The meso voids in the unit mass (Vg) of the four kinds of Mineral Filler were tested on the basis of the principle of the Rigden void ratio. The fixed bitumen–free bitumen ratio in the bitumen mastic samples was determined using Vg, bitumen density, and RFB. The low-temperature cohesive strength of the bitumen mastics was used as the control index for critical failure, whereas variation rates of bending creep stiffness at low temperature were used as the control index for fatigue failure. Results showed that the effects of the Filler–bitumen interaction of the content and the meso characteristics of the Mineral Filler are significant and such effects are determined by the fixed bitumen–free bitumen ratio. The optimal fixed bitumen–free bitumen ratio in the bitumen mastics under two low-temperature conditions (−30 °C and −10 °C) can be determined on the basis of the influence of the fixed bitumen–free bitumen ratio on the critical and the failure control indices. Moreover, RFB can be obtained through reverse calculation. The Mineral Filler content can therefore be precisely controlled, which is crucial for the rational use of Mineral Filler and for the improvement of the pavement performance of bitumen mastics at low temperatures.

  • Effects of Filler–Bitumen Ratio and Mineral Filler Characteristics on the Low-Temperature Performance of Bitumen Mastics
    MDPI AG, 2018
    Co-Authors: Chuanfeng Zheng, Linlin Zou
    Abstract:

    This study analyzed the effects of the Filler–bitumen interaction of the content and the meso powder characteristics of the Mineral Filler on the low-temperature performance of bitumen mastics. Control strategies for the Mineral Filler content (Filler–bitumen ratio (RFB)) were also determined. Panjin #90 bitumen and styrene–butadiene–styrene polymer-modified bitumen were used in the experiment. Four kinds of limestone powder were used, all of which satisfy the Chinese standard for powder particle size but exhibit different meso characteristics. Each kind of limestone powder was used to prepare bitumen mastic samples under five different RFBs. The meso voids in the unit mass (Vg) of the four kinds of Mineral Filler were tested on the basis of the principle of the Rigden void ratio. The fixed bitumen–free bitumen ratio in the bitumen mastic samples was determined using Vg, bitumen density, and RFB. The low-temperature cohesive strength of the bitumen mastics was used as the control index for critical failure, whereas variation rates of bending creep stiffness at low temperature were used as the control index for fatigue failure. Results showed that the effects of the Filler–bitumen interaction of the content and the meso characteristics of the Mineral Filler are significant and such effects are determined by the fixed bitumen–free bitumen ratio. The optimal fixed bitumen–free bitumen ratio in the bitumen mastics under two low-temperature conditions (−30 °C and −10 °C) can be determined on the basis of the influence of the fixed bitumen–free bitumen ratio on the critical and the failure control indices. Moreover, RFB can be obtained through reverse calculation. The Mineral Filler content can therefore be precisely controlled, which is crucial for the rational use of Mineral Filler and for the improvement of the pavement performance of bitumen mastics at low temperatures