scholarly journals POTENTIAL USE OF 'ENSET' FIBER ASH AS PARTIAL REPLACEMENT OF CONVENTIONAL FILLER MATERIAL IN HOT MIX ASPHALT

2021 ◽  
Vol 12 (2) ◽  
pp. 91-111
Author(s):  
Yisak Kibru ◽  
Anteneh Geremew ◽  
Biruk Yigezu
Keyword(s):  
Hot Mix Asphalt ◽  
Road Construction ◽  
Hydrated Lime ◽  
Filler Material ◽  
Partial Replacement ◽  
Construction Costs ◽  
Experimental Laboratory ◽  
To Come ◽  
Pavement Construction ◽  
Potential Use

The main problems in road construction and maintance work in Ethiopia  availability of a large amount of appropriate quality materials in road construction sites, aggregates in different size fractions are not readily obtainable, necessitating their procurement from long distances, thereby causing an exorbitant increase in construction costs. One of the main problems in constructing the asphalt paving mixture is obtaining a sufficient amount of filler material from crushing fine rock material and low percent using ordinary Portland cement (OPC), hydrated lime (HL) and marble dust. To overcome this problem, it is important to come across alternative filler material to address this gap using naturally available material. Currently, renewed attention has been given to the use of ‘waste’ materials instead of conventional aggregates in pavement construction. This research study investigates the potential use of ‘Enset’ fiber ash as a partial replacement of conventional filler material in hot mix asphalt supported by experimental laboratory investigation. In order to achieve this study, purposive sampling techniques were adopted to select the sample size and location. The study evaluated the potential of ‘Enset’ fiber ash as filler for the design of dense-graded hot mix asphalt by referencing traditional filler control mix procedures based on standard specifications, and a crush rock filler was utilized as a conventional filler material as a control for comparison. The Marshal Stability and Rutting Test (RT) was conducted to determine the HMA specimen's performance. Several HMA specimens were prepared using aggregate blend according to ASTM D 1559 with four different percentages of ‘Enset’ fiber ash (EFA) of 15%, 25%, 35% and 45% filler replacement the total filler weight used in the control mix. Specimens were prepared and tests performed according to EN 12697-22 procedure-B for rutting test. All HMA properties were taken at 4% air void and determined their optimum bitumen content (OBC). Almost the same result with the control mix was observed in the study at 15% and 25% of the ‘Enset’ fiber ash (EFA) replacement. However, higher Marshall Stability, a lower void filled with asphalt, better flow, a good void in mineral were observed at 25% ‘Enset’ fiber ash (EFA) replacement. At this rate, the rutting performance is less than that of the control mix but is within the specifications of 2.78mm and 2.9 mm of rutting depth less than 6mm that satisfies the EN 13108 requirement. As a result, Enset fiber ash filler can replace traditional filler material up to 25% of the total filler weight used in this study. It was recommended to use ‘Enset' fiber ash (EFA) as a filler material as a partial replacement in a bituminous paving mixture up to the specificed percentage by weight replacement.

scholarly journals Effect of Partial Replacement of Crushed Stone Dust Filler with Waste Glass Powder in Hot Mix Asphalt Concrete Production

2020 ◽  
Author(s):  
Destaw Kifile ◽  
Emer Quezon ◽  
Abel Tesfaye
Keyword(s):  
Glass Powder ◽  
Hot Mix Asphalt ◽  
Road Construction ◽  
Waste Glass ◽  
Crushed Stone ◽  
Partial Replacement ◽  
Waste Glass Powder ◽  
Stone Dust ◽  
Concrete Production ◽  
Bitumen Content

The use of waste recycled materials in road construction nowadays considered a positive means of providing improved pavement performance. This research focused on evaluating the effect of waste glass powder as a partial replacement of crushed stone dust filler in hot mix asphalt. Three hot mix asphalt samples produced using crushed stone dust of 5%, 6.5%, and 8% as mineral filler with five different bitumen content of 4%, 4.5%, 5%, 5.5%, and 6%, respectively. From the preliminary series tests of asphalt contents, a 6.5% crushed stone dust filler selected, providing the highest stability of waste glass powder. The content of crushed stone dust filler replaced with a rate of 0%, 25%, 50%, 75%, and 100% to test Marshal stability to obtain the Optimum bitumen content and Optimum filler content. Results indicated at 75% replacement of crushed stone dust with waste glass powder at 5.10% bitumen content, 12.0kN Marshall stability value, 2.84mm Flow value, 4.0% Air voids, 72.3% VFB, and 2.360g/cm3 Bulk density. Hence, the mixture of 75% waste glass powder by weight of crushed stone dust filler meets the minimum requirements of the Ethiopian Road Authority and Asphalt Institute Specifications.

scholarly journals Performance Analysis of Flexible Pavement with Reinforced Ash

2017 ◽  
Vol 63 (3) ◽  
pp. 149-162 ◽  
Author(s):  
S.M. Subash ◽  
N. Mahendran ◽  
M. Manoj Kumar ◽  
M. Nagarajan
Keyword(s):  
Power Plants ◽  
Mechanical Performance ◽  
Construction Material ◽  
Thermal Power ◽  
Polypropylene Fiber ◽  
Coal Ash ◽  
Road Construction ◽  
Single Type ◽  
Partial Replacement ◽  
Pavement Construction

AbstractCoal ash produced from thermal power plants as a substitute for conventional construction material has increased considerably in recent years. In the past, studies on partial replacement of soil were carried out with a single type of ash. Because of the insufficient evidence, limited research has been initiated on the productive usage of Fly and Bottom Ashes. This paper aims to study the properties of these materials and investigate their efficacy in road construction. Laboratory investigations were conducted to assess chemical and physical properties and mechanical performance to evaluate both ash types in pavement construction. The rutting factor is calculated for various combinations of coal ash materials with the addition of polypropylene fiber as a reinforcement in increments of 0.1% of its total weight with an aspect ratio of 200. The analytical tool ANSYS is used to validate the service life, vertical strain and quality of reinforced ash materials.

Effect of Sugarcane Bagasse Ash as Filler in Hot Mix Asphalt

2016 ◽  
Vol 846 ◽  
pp. 683-689 ◽  
Author(s):  
M. Zulfikri M. Zainudin ◽  
Faridah Hanim Khairuddin ◽  
Choy Peng Ng ◽  
Siti Khadijah Che Osmi ◽  
N. Aina Misnon ◽  
...  
Keyword(s):  
Sugarcane Bagasse ◽  
Hot Mix Asphalt ◽  
Resilient Modulus ◽  
Public Works ◽  
Laboratory Result ◽  
Asphaltic Concrete ◽  
Maintenance And Rehabilitation ◽  
Experimental Laboratory ◽  
Sugarcane Bagasse Ash ◽  
Marshall Stability

Hot Mix Asphalt (HMA) is a combination of asphalt and aggregates that will give durable road surface for pavement and is widely used in Malaysia. However, due to damages caused by excessive traffic loadings, the HMA pavement normally required frequently maintenance and rehabilitation works. Therefore in recent years, research on modification of HMA has tremendously increased in highway construction field using natural sources and recycling products such as rubber, plastic, anti-stripping agents, waste materials and etc. This study was conducted to evaluate the effect of sugarcane bagasse ash (SCBA) used as filler in HMA. Experimental laboratory were done to compare the properties of normal HMA sample with modified HMA sample using SCBA. Result obtained for both sample were compared to Malaysian Public Works Department (MPWD) specification. The laboratory result reveals that SCBA are effective in increasing the Marshall stability, flow and Resilient Modulus of normal HMA. The SCBA increases Marshall stability by 0.6%, flow 4.9% and Resilient Modulus 17.4% respectively of ordinary HMA and all test and analysis parameters for asphaltic concrete of SCBA sample comply with MPWD requirements. Therefore, SCBA has potential in modifying normal HMA.

scholarly journals Evaluations of Nano-Sized Hydrated Lime on the Moisture Susceptibility of Hot Mix Asphalt Mixtures

2012 ◽  
Vol 174-177 ◽  
pp. 82-90 ◽  
Author(s):  
Ju Nan Shen ◽  
Zhao Xing Xie ◽  
Fei Peng Xiao ◽  
Wen Zhong Fan
Keyword(s):  
Tensile Strength ◽  
Experimental Design ◽  
Hot Mix Asphalt ◽  
Hydrated Lime ◽  
Asphalt Mixtures ◽  
Indirect Tensile Strength ◽  
Moisture Resistance ◽  
Strength Ratio ◽  
Moisture Susceptibility ◽  
Indirect Tensile

The objective of this study was to evaluate the effect of nano-sized hydrated lime on the moisture susceptibility of the hot mix asphalt (HMA) mixtures in terms of three methodologies to introduce into the mixtures. The experimental design for this study included the utilizations of one binder source (PG 64-22), three aggregate sources and three different methods introducing the lime. A total of 12 types of HMA mixtures and 72 specimens were fabricated and tested in this study. The performed properties include indirect tensile strength (ITS), tensile strength ratio (TSR), flow, and toughness. The results indicated that the nano-sized lime exhibits better moisture resistance. Introducing process of the nano-sized lime will produce difference in moisture susceptibility.

scholarly journals Optimization of an Eco-Friendly Hydraulic Road Binders Comprising Clayey Dam Sediments and Ground Granulated Blast-Furnace Slag

Buildings ◽  
2021 ◽  
Vol 11 (10) ◽  
pp. 443
Author(s):  
Selma Bellara ◽  
Mustapha Hidjeb ◽  
Walid Maherzi ◽  
Salim Mezazigh ◽  
Ahmed Senouci
Keyword(s):  
Blast Furnace ◽  
Blast Furnace Slag ◽  
Setting Time ◽  
Road Construction ◽  
Cement Clinker ◽  
Partial Replacement ◽  
Industry Waste ◽  
Impact Reduction ◽  
Compressive And Flexural Strengths ◽  
Furnace Slag

This study investigated the potential use of Zerdezas dam Calcined Sediments (CS) and El-Hadjar Blast Furnace Slag (GGBS) from northern Algeria as a partial replacement of cement (C) in normal hardening hydraulic road binders. Two binder mix designs were optimized using a Response Surface Methodology (RSM). The first mix, 50C35GGBS15CS, consisted of 50% cement, 35% blast furnace slag, and 15% calcined sediment. The second mix, 80C10GGBS10CS, consisted of 80% cement, 10% blast furnace slag, and 10% calcined sediments. The tests of workability, setting time, volume expansion, compressive and flexural strengths, porosity, and SEM were conducted to ensure that both mixes meet the standard requirements for road construction binders. The two proposed mixes were qualified as normal hardening hydraulic road binder. The reuse of the sediments will contribute to a better disposal of dam sediments and steel industry waste and to preserve natural resources that are used for manufacturing cement. It will also contribute to the environmental impact reduction of cement clinker production by reducing greenhouse gas emissions.

scholarly journals Are different benthic communities in Arctic delta lakes distinguishable along a hydrological connectivity gradient using a rapid bioassessment approach?

2020 ◽  
Vol 6 (4) ◽  
pp. 463-487
Author(s):  
Ryan W. Scott ◽  
Suzanne E. Tank ◽  
Xiaowa Wang ◽  
Roberto Quinlan
Keyword(s):  
Climate Change ◽  
Benthic Communities ◽  
Mackenzie Delta ◽  
Benthic Assemblages ◽  
Community Based ◽  
Rapid Bioassessment ◽  
The Family ◽  
Productivity Gradients ◽  
To Come ◽  
Potential Use

Aquatic habitats in the Canadian Arctic are expected to come under increasing stress due to projected effects of climate change. There is a need for community-based biomonitoring programs to observe and understand the effects of these stressors on the environment. Here we present results from a 5 year annual sampling program of benthic invertebrates from lakes in the Mackenzie Delta, Northwest Territories, using a rapid bioassessment protocol. Connectivity between the deltaic lakes and main channels is a major driver of lake function and is expected to be substantially impacted by climate change. Lakes were selected along a gradient of connectivity based on sill elevation above the river. Using multivariate analyses of community structure, we determined that benthic assemblages responded to differences in connection time among lakes. This response was detected using a coarse taxonomic level that could be applied by community groups or volunteers but was stronger when invertebrates were identified to the family and genus levels. A secondary gradient was observed that corresponded to productivity gradients in lakes that are isolated from the river during summer. We show that benthic assemblages have potential use as sensitive indicators of climate-mediated changes to the hydrology of lakes in the Mackenzie Delta.

scholarly journals Ageing and Cooling of Hot-Mix-Asphalt during Hauling and Paving—A Laboratory and Site Study

2020 ◽  
Vol 12 (20) ◽  
pp. 8612 ◽  
Author(s):  
Edoardo Bocci ◽  
Emiliano Prosperi ◽  
Volkmar Mair ◽  
Maurizio Bocci
Keyword(s):  
Mechanical Properties ◽  
High Temperature ◽  
High Temperatures ◽  
Hot Mix Asphalt ◽  
Prolonged Exposure ◽  
Road Construction ◽  
Temperature Monitoring ◽  
Thermal Camera

In road construction, it can happen that, for different reasons, the time between hot-mix asphalt (HMA) production and paving is extended to some hours. This can be reflected in several problems such as mix cooling and temperature segregation, but also in an extremely severe bitumen ageing due to its prolonged exposure to high temperatures. This paper deals with the investigation of these phenomena both in the laboratory and on site. In particular, the first part of the research aimed at observing the influence of the conditioning time, when the loose HMA is kept in the oven at a high temperature, on the mix properties. The second part focused on the ageing/cooling that happens on site during HMA hauling, as a function of time and type of truck. Temperatures were monitored using a thermal camera and different probes, and gyratory compactor specimens were produced by sampling some HMA from the trucks every 1 h for 3 h. The results showed that HMA stiffness rises if the time when the loose mix stays in the laboratory oven before compaction increases. However, on site, the HMA volumetric and mechanical properties do not change with hauling time up to 3 h, probably because the external material in the truck bed protects the HMA core from the access of oxygen, hindering bitumen oxidation and loss of volatiles. The temperature monitoring highlighted that temperature segregation, after 3 h hauling, can be higher than 30 °C but it can be reduced using insulated truck beds.

Sign in / Sign up

Export Citation Format

Share Document