Journal Pre-proof

Effect of Portland cement as a filler in hot-mix asphalt in hot regions

Aioub H. Guha, Gabriel J. Assaf

PII: S2352-7102(19)30958-1
DOI: https://doi.org/10.1016/j.jobe.2019.101036
Reference: JOBE 101036

To appear in: Journal of Building Engineering

Received Date: 13 June 2019

Please cite this article as: A.H. Guha, G.J. Assaf, Effect of Portland cement as a filler in hot-mix asphalt
in hot regions, Journal of Building Engineering (2019), doi: https://doi.org/10.1016/j.jobe.2019.101036.

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10
11 ABSTRACT: Flexible pavement in hot regions often show significant signs of distress, like
12 rutting and shoving. This distress is mostly caused by traffic, an inadequate viscosity of bitumen,
13 and/or an insufficient aggregate angularity. At present, the conventional bitumen viscosity of
14 60/70 (B60/70) has many disadvantages in hot countries like Libya, where road-surface
15 temperatures can reach up to 70°C. This paper reports on the use of Ordinary Portland Cement
16 (OPC) as a filler substitute to improve the rigidity of asphalt concrete mixes made with B60/70
17 bitumen and low-quality aggregates. This new mixture increases the pavement’s stability and
18 resistance to high temperatures. To establish the effects of OPC on the performance of asphalt
19 mixtures in hot climates, four different percentages of OPC (0%, 2%, 4% and 6%) are used as
20 filler substitutes in three different mixes. The performance of the three mixes are assessed using
21 the Superpave Gyratory Compactor and the Asphalt Pavement Rutting Analyzer. Findings
22 indicate that mixtures containing higher percentages of OPC as a filler are significantly more
23 resistant to rutting. These experimental results show that Portland Cement Filler Asphalts
24 (PCFA) represents a more stable alternative to conventional asphalt that also reduces thickness
25 requirements, because of the higher resulting modulus of rigidity. This is equally important in
26 hot rural areas like those found in Libya, where they have very few quarries and aggregates are
27 very costly to transport.
28
29 KEYWORDS: Portland cement, Hot Mix Asphalt, shoving, rutting, Gyratory Compactor.
30
31 1. Introduction
32
33 In hot countries and geographical regions such as Libya, road surface temperatures can reach
34 up to 70°C (Salem, Uzelac, & Matic, 2014). However, Hot Mix Asphalt (HMA) pavement
35 design still employs conventional bitumen penetration grade asphalt binders (e.g., B60/70) and
36 other materials that result in substantial rutting and shoving. Making matters worse, current road
37 construction in Libya uses the “Marshall Method,” (MM) which is an older test dating back to
38 1939 (Zumrawi & Sheikh Edrees, 2016). This test was once widely used, but is now almost
39 exclusively employed for roads in moderate climates, making it unsuitable for roads in Libya.
40
41 The present study uses the “Superpave Method” (SPM) developed between 1987-1993 by the
42 Strategic Highway Research Program (SHRP) (Swami, Mehta, & Bose, 2004), since it has
43 become increasingly popular over the last few decades (Almadwi & Assaf, 2017). One of the
44 SPM’s approaches consists of using different types of additives, such as fibers, polymers, or
45 Portland cement, as a way to increase the performance of asphalt-concrete mixtures. The current
46 study, however, focuses on the implementation of OPC to improve the performance of asphalt
47 mixtures using B60/70 bitumen. This mixture is accomplished by compensating for the soft
48 performance of B60/70 bitumen, which is classified based on resistance to deformation at only
49 25oC, and by the use of readily available, low-cost materials.
50
51 2. Background
52
53 When subjected to high temperatures and heavy traffic, roads built according to MM
54 specifications with B60/70 show high rates of permanent deformation, leading to higher repair
55 costs. The challenge, then, is to find a balance between using better quality materials and keeping
56 the total project cost low, particularly in developing countries. This problem has been widely
57 investigated (Willway, Baldachin, Reeves, & Harding, 2008); (Montanelli & srl, 2013).
58 Pavement surface deformation, namely rutting and shoving, is substantial in desert regions due
59 to; a) poor bitumen resistance to deformation at hot temperatures, and b) the use of readily
60 available rounded sand (Almadwi & Assaf, 2017).
61
62 (G. Li, Y. Zhao, S.-S. Pang, 1998) reported that OPC-asphalt emulsion composites retain the
63 flexible quality of asphalt binders and the strength of OPC. Flexible pavement exhibits rutting
64 when the total stress applied by axle-loads is higher than the maximum acceptable weight of the
65 hot mix asphalt. These results are mainly dependent on the viscosity of the bitumen at the
66 prevailing service temperature, the angularity of the aggregates, and the asphalt mixture design.
67 Many studies have investigated how to improve the stability of the HMA by using OPC as a
68 filler substitute.
69
70 OPC is often used to avoid binder stripping and improve bitumen coating with wet aggregates
71 in warm-mix asphalt made from recycled aggregates (James & Reid, 1969). Water resistance and
72 dry resilient modulus are improved by adding lime and OPC to HMA (Schmidt, R J; Graf, n.d.)
73 and (Seref Oruc, Celik, & Aksoy, 2006). (Head, 1974) reports that OPC not only increases the
74 stability of cold-mix asphalt, it also increases its strength. Indeed, (Uemura & Nakamori, 1993)
75 found that the addition of only one-percent OPC increases the MM’s stability by between 250%
76 to 300%.
77
78 Moreover, (Al-khateeb & Al-akhras, 2011) demonstrate that combining Portland cement with
79 asphalt binders improves the rotational viscosity of asphalt binders at up to 135oC and different
80 rotational speeds. They found that a cement-to-asphalt ratio of 0.15 is ideal for achieving a
81 balanced increase in the rotational viscosity. These improvements increased the mixture’s overall
82 stiffness and ability to function in high temperatures.
83
84 (Brown & Needham, 2000) report that the mechanical properties provided by OPC in cold-
85 mix or asphalt-emulsion mixes are affected by parameters such as void content, curing time,
86 binder grades, and additives such as OPC. They also report that the addition of OPC, results in
87 changes in the emulsion droplet convalescence charges, whereby the electronegative charge
88 becomes more positive. Other affected factors include bitumen type, temperature, pressure, and
89 emulsifier level.
90
 91 Using a binder consisting of an OPC slurry and a small amount of asphalt emulsion (SS-1 and
92 CSS-1), (Pouliot, Marchand, & Pigeon, 2003) analyzed the microstructures, mechanical
93 properties, and hydration process of mortars. They found that the presence of a small amount of
94 asphalt emulsion had a small but notable effect on the Portland cement hydration process.
95 Moreover, mortars using cationic emulsions (CSS-1) had a higher elastic modulus, and therefore
96 increased strength compared to mortars using anionic emulsions (SS-1).
97
98 In an evaluation of the practical use of polymeric admixtures in asphalt emulsions, (Song, Do,
99 & Soh, 2006) found marked improvements by increasing polymer-cement ratios, affecting
100 chloride-ion penetration, carbonation resistance, and waterproofness. They also noted that
101 increasing polymer-cement ratios reduced the compressive strength and reduced the mix’s
102 tendency to adhere to the mortar substrate.
103
104 The character of the interaction between an OPC-asphalt emulsion and the aggregate is
105 distinct from both the interaction between asphalt and the aggregate, or OPC and the aggregate
106 (Wang & Sha, 2010). In the same study, a microhardness apparatus (MH-5) was used to evaluate
107 the effect of aggregate lithology, fineness, and varieties of Portland cements on variations in
108 hardness found due to the interactions between the aggregate and binders. The study indicated
109 that more Portland cement and fine mineral filler improved the hardness of the bond; except
110 when the mineral filler was too fine, this advantage was lost.
111
112 The effects of different asphalt additives on creep-strain for pavements with heavy use, such
113 as highways, were discussed in (S Oruc, Bostancioglu, & Yilmaz, 2013). In this work, reclaimed
114 cement from factory waste was added as a mineral filler to HMA mixes in various percentages.
115 The MM was used to prepare a cold-mix asphalt emulsion mix course. The extant literature
116 indicates that cement functions in emulsion mixtures as a secondary binder. Permanent
117 deformation and creep-resistance were both improved with additional OPC. (Amhadi & Assaf,
118 2019) investigated how base course layer stabilization in low-volume roads was affected by
119 mixtures of natural sand, manufactured aggregates, and OPC. It was common to use a mix of
120 sand and cement for base-course stabilization because both the chemical and physical properties
121 of OPC improve the characteristics of natural sand. Tests indicate that low-grade base materials
122 are stabilized successfully using a mixture of 30% crushed (manufactured) sand and 70% natural
123 sand (by weight), with the addition of a certain percentage of OPC (e.g., 3%, 5%, 7% of the total
124 mass of the aggregate). The economic advantage of this approach is clear because manufactured
125 sand has higher transportation costs compared with adding OPC to local materials.
126
127 The penetration grade of the bitumen of the chosen aggregate will determine the nature of the
128 final asphalt mix, including properties such as stability, durability, flexibility, and resistance to
129 fatigue and moisture. An excess of bitumen leads to bleeding on the wheel paths and a reduction
130 in pavement’s lifetime performance, and so the properties of the bitumen directly affect the
131 properties of the HMA. Standard B60/70 penetration grade bitumen is routinely used in road
132 projects in hot regions (Almadwi & Assaf, 2018). There is a standard test to evaluate the
133 hardness of the bitumen that requires that a specific gauge of needle vertically penetrate a sample
134 repeatedly over the course of five seconds at 25°C. The day temperature of a road surface in
135 Libya often reaches 70°C, which is well above 49-54°C, which is the softening point of bitumen
136 B60/70. Strategies to resolve this problem include using a polymer-modified asphalt or a harder
137 grade of bitumen such as PG70-10 (Almadwi & Assaf, 2019).
138
139 The extant works reviewed above have, then, already established that adding OPC to HMA is
140 a low-cost solution that can be used to increase the stability and strength of roads, even when the
141 MM is used. This is a valuable finding because roadwork in these regions also often use low-
142 quality materials. Due to this, the main goal of this study is to assess whether Ordinary Portland
143 Cement (OPC) as a substitute filler can improve the rigidity of asphalt-concrete mixtures made
144 with B60/70 bitumen and low-quality aggregates. Note that OPC was selected because it allows
145 for the use of substandard binders and aggregates, keeping the total cost of a project lower than
146 many other options while still providing an HMA with good levels of rigidity and resistance to
147 rutting. Using such a mix will increase the HMA’s stability or resistance to shear failure at high
148 temperatures. The Superpave mix design methods used in the current study are new to many
149 developing, hot, and arid countries, such as Libya. However, these new designs are shown to
150 have better results than the MM, that has been the most popular mix design method there to date.
151 Here, the performance of the three mixes are assessed using the Superpave Gyratory Compactor
152 and the Asphalt Pavement Rutting Analyzer. To establish the effect of OPC on the performance
153 of asphalt mixes in hot climates, four different percentages of OPC (0%, 2%, 4% and 6%) are
154 used as filler substitutes in three different mixtures.
155
156
157 3. Experimental details and Material
158
159 3.1 Materials
160
161 To ensure a low-cost intervention, some sand is added to the mix (making up 20% of the mix) as
162 well as two types of manufactured fine aggregate (granite), between 0 to 5mm and 5 to 10mm,
163 making up the other 74%. The aggregate gradation used here is from 0 mm to 10mm and is
164 presented in Figure 1, respectively showing the grading of the aggregate mix. Table 1 presents
165 the properties of the OPC additive material, while Table 2 shows the properties of the binder
166 used here (B60/70).
167
168
169
170
171
172
173
174
175
176
177
178
179
180
181
182
183
184 Fig 1. Aggregate mix gradation
185
186 TABLE 1. Chemical composition of ordinary Portland cement
187
Compound %
Loss on Ignition (LOI) 7.91
SiO2 20.6
CaO 62.8
MgO 2.0
Al2O3 4.3
Fe2O3 3.15
Na2O 0.81
K2O 0.29
SO3 2.65
Materials not solvent 1.02
188
189
190 Table 2. Chemical properties of the binder B60/70
191
Samples Result
Binder Properties Specification
B60/70
Specific Gravity T228 1.03
Flash point, °C T48 302
Mass Loss, % T240 0.07
Penetration at 25°C, dmm T316 64.7
Ductility at 25°C, cm T51 143
Softening point, °C 51.7
192
193
194 4. EXPERIMENTAL PROCEDURE
195
196 4.1 Superpave Gyratory Compaction Test (SGC)
197
198 According to the Minstri de Transport de Québec (MTQ) 2016, the SGC base turns at a constant
199 of 30 gyrations per minute for the compaction period, while also applying a constant vertical
200 stress of 600 kPa with the shear stress of 3000 kPa. Where the mould is set at an angle of
201 compaction of 1.25°. A specimen’s height plays an important role in the tests. The density of the
202 specimen is estimated throughout compaction, using: 1) the material’s mass in the mould, 2) the
203 mould’s inside diameter of 100-150mm and, 3) the height of the specimen. Height measurements
204 are taken using the ram’s position during the test period. These measurements are used to
205 determine the compaction characteristics of a specimen at all gyrations from 0 to 200. Each
206 gyration produces compacted specimens with volumetric properties, voids in mineral aggregate
207 (VMA), voids filled with asphalt (VFA), and air void (Va). Based on the Superpave system,
208 there are important levels for the volumetric properties of the asphalt mix, as shown in Table 3.
209 Table 3. Specifications and limitations according to MTQ 4202, ESG10
210
Design
Properties Specification
ESALs
Ninitial Ndesign Nmaximum
Va 10 gyration 80-100 gyration 200 gyration
< 0.3 ≥11% ≥4-7% ≥2%
VMA 15%
VFA 70-80%
211
212
213
214 4.2 Rutting Test
215
216 For the test, a tire repeatedly passes over the sample’s center at a rate of two times per second.
217 Sample loading is achieved by applying a load of 500-N and tire pressure of 600 kPa. Slab
218 dimensions of 500 × 180 × 50-100mm. The samples are kept at a temperature of 60°C
219 throughout the tests to reflect hot climate. These were compacted and tested with the French
220 laboratory system Figure 2 according to (MTQ) 2016. After mix design tests and analysis were
221 completed, two slabs were made for each mix design, i.e. two sample for each cement percentage
222 (0%, 2%, 4%, 6%). To define what counts as deformation, 15 measurements are taken and used
223 to find the average rut-depth. Three measurements are made using the specimen width at five
224 points along the slab’s length. The first sample measurement is made following 1000 cycles at an
225 ambient room temperature; while the subsequent measurements are made after 1000, 3000,
226 10,000 and 30,000 cycles at a consistent temperature of 60°C. The depth was established by
227 loading samples at all repetitions and checking them against the same specifications and
228 standards.
229
230
231
232
233
234
235
236
237
238
239
240
241
242
243
244
245 Fig. 2. French laboratory system
246
247
248 5. RESULTS AND DISCUSSION
249
250 5.1 Results of the Gyratory Compaction Test
251
252 Gyratory Compaction is performed with the identical material for every sample. Only the
253 percentage of cement (0%, 2%, 4%, 6%) is different. The gyration numbers for the current study
254 are 200, 100, 80 and 10 gyrations, as seen in Figures 3a, 3b, and 3c.
255
256
257
258
259
260
261
262
263
264
265
266
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268
269
270
271
272
273
274 Fig 3a. Gyratory Compactor (SGC) test
275
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283
284
285
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290
291
292
293 Fig 3b. Gyratory Compactor (SGC) test
294
295
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300
301
302
303
304
305
306
307
308
309
310 Fig 3c. Gyratory Compactor (SGC) test
311
312
313 The Gyratory test results are in Figure 4 (a, b and c) that shows that samples with 6% cement had
314 a lower Va% than samples with 4%, 2%, and 0%. The VFA test exceeded the acceptance limits,
315 and the test for VFA exceeded the limits set for tests with 2% and 4%. The VMA test also
316 exceeded the acceptance limits with 2% and 4% mixtures.
317
318
319
320
321
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323
324
325
326
327
328
329
330
331
332
333
334
335 Fig.4a. Analysis of the Gyratory Compactor (SGC) test
336
337
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346
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348
349
350
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352
353
354
355
356 Fig.4b. Analysis of the Gyratory Compactor (SGC) test
357
358
359
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361
362
363
364
365
366
367
368
369
370
371
372
373
374 Fig.4c. Analysis of the Gyratory Compactor (SGC) test
375
376
377 5.2 Rutting Test Results
378
379 The test evaluated six samples with two slabs for each mix-percentage. Rutting depths for all
380 samples were determined at 1000, 3000, 10,000 and 30,000 passes. The total compressive energy
381 applied to each sample can be calculated as the product force (80 kN standard axle load), number
382 of repetitions (30,000), and distance covered (500 mm; length of sample). It can be observed
383 from Table 4 that rut depths are lower for asphalt mixes with a higher percentage of cement
384 when compared to samples containing lower percentages of cement. The loading system for the
385 average of different materials determines the rutting depth after the test. after 30,000 repetitions,
386 the 2% cement mixture had the most rutting, while the 6% cement mixture had the smallest
387 amount of rutting. Furthermore, the rutting test made the influence of the OPC ratio on the
388 rutting performance mixture very clear. For the different percentages of OPC (0%, 2%, 4% and
389 6%) as filler, the rut depth was reduced with a corresponding reduction in the asphalt filler.
390 Table 4. Rut Depth of Samples Thickness (%)
Asphalt PG 60-70 MTQ 4202, ESG10
Standard requirements
Content (%) 0%Cement 2%Cement 4%Cement 6%Cement
for rutting
1000 Cycles 5.75 5.12 4.92 4.00 ≥ 10
3000 Cycles 8.42 7.49 6.95 5.41 ≥ 15
10000 Cycles 12.76 11.42 10.35 7.55 -
30000 Cycles 20.63 15.49 13.26 9.88 -

391
392 Average rut depth values were calculated for all of the samples, and the results of the rutting tests
393 were done according to the MTQ standard. This standard requires that a sample must not have
394 more than 10% rutting over 1000-3000 cycles, from its original height, as shown in Figure 5.
395 From this data it can be seen that there is less rutting with increased amounts of cement, and that
396 these asphalt samples with higher cement percentages have lower rutting depths.
397
398
399
400
401
402
403
404
405
406
407
408
409
410
411
412
413
414
415 Fig 5. Average rut depth for each type of design mix
416
417
418
419
420 6. CONCLUSION
421
422 The purpose of this paper is to evaluate the use of Ordinary Portland Cement in Hot Mix
423 Asphalt, and to determine the range of properties for pavement performance. Laboratory tests
424 were performed on different HMA with different percentages of OPC incorporated into the
425 HMA (0 %, 2 %, 4 %, and 6 %). Percentages were determined by total weight and then used to
426 determine the feasibility of incorporating OPC as an additive in HMA. The influence of such an
427 additive can be discussed as follows:

428 1. Rutting is reduced with an increase in OPC, as determined by the rutting test. 6%
429 mixtures of OPC show superior performance and are recommended for hot regions where
430 the most common type of pavement distress is rutting.
431 2. OPC as an additive to HMA creates better stability and decreases flow, leading to less
432 rutting and improving the overall strength of the final mix.
433 3. The 6% cement-mixes have a lower air-void percentage and result in less moisture
434 damage when compared with mix percentages of 4% and 2%.
435 4. These conclusions are based on the figure analysis, all showing that 6% OPC content is
436 recommended for use in modifying the HMA in hot and arid countries like Libya. It is a
437 low-cost way to improve pavement in these regions.
438
439 The limitations of this study are that, in order to keep the project costs down, it only used
440 aggregates from 0-10 mm. Likewise, the study only used bitumen 60/70 because this is the
441 most common bitumen used in Libya at present. Future research could consider other
442 additives to the HMA, such as fly ash, fiber, polymer, and other recycled materials.

443 7. REFERENCES
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508
• Important in rural areas where quarries are very few and aggregates very costly to haul,

• OPC as a filler is found to be significantly superior with reference to rutting,

• PCFA) represent a more stable alternative to conventional asphalts,

• Reduce the thickness requirements of the asphalt concrete because of the higher resulting

modulus of rigidity.
 Conflicts of Interest Statement

Manuscript Title: Effect of Portland Cement as A Filler in Hot-Mix Asphalt in Hot Regions

The authors declare that they have no conflict of interest.