Reduction in the use of mineral aggregate by recycling cellulose ashes to decrease the aging of hot asphalt mixtures

Abstract

The rapid development that our society is experiencing effects road management, therefore developing economical and efficient solutions, as well as extending road service life is indispensable. Aging is a problem associated to the majority of failures at the pavement surface layer (cracks, fissures, fatigue), including those produced by traffic solicitations. Diverse studies indicate that alterations to mixtures due to age can be decreased by incorporating a filler or mineral filler. Therefore, the present study incorporates cellulose ashes at different Cv/Cs concentrations as contribution filler in bituminous mastic, analysing its influence on aging resistance using the Cantabro wear test. The results indicated that using cellulose ash as contribution filler allows promising results to be obtained in regards to aging resistance of asphalt mixtures, if they are incorporated in concentrations close to or equal to the critical concentration, with an increase in aging resistance from 45.3 to 48.6% depending on the type of bitumen used. Therefore, incorporating them into the design of asphalt mixtures could be an efficient and economical solution to the current problems of early cracking and pavements with a service life lower than the estimated, although a more thorough analysis of its behaviour in other tests and service conditions is required in bituminous mixtures.

Effect of Synthetic Fibers and Hydrated Lime in Porous Asphalt Mixture Using Multi-Criteria Decision-Making Techniques

“…The following step is to find the preference ranking of all PA mixture designs according to the WASPAS technique. A Joint Performance Score (JPS) value for each alternative is determined from the response variables employing the WASPAS method with the help of Equation (4) through Equation (9). First, the normalized decision matrix for beneficial and non-beneficial criteria is obtained by using Equations (5) and (6), as shown in Table 10.…”

“…Subsequently, by using Equations (7) and (8), the weighted normalized sum model and weighted normalized product model were calculated as can be observed in Tables 11 and 12, respectively. Finally, the JPS values of all PA mixture designs were calculated by using Equation (9) in order to do the preference ranking, as shown in Figure 14. The PA mixture alternative with the highest JPS value is considered to be the optimal parameter combination among all the experiments carried out according to the WASPAS method.…”

“…However, despite the advantages previously mentioned, the service life of the PA mixture is significantly shorter (i.e., 10-12 years) in comparison to dense-graded asphalt mixtures (i.e., 18 years) [5]. The high air void content of the mix means that the asphalt binder is more exposed to weather conditions; therefore, it is more likely to oxidize, causing a loss of adhesion in the aggregate-mortar matrix and loss of cohesion inside the asphalt mortar bridges, resulting in a reduction of raveling resistance [6][7][8][9].…”

Micro- and Nanocellulose in Polymer Composite Materials: A Review

“…It is clear that adding ash and other non-cellulosic components to the biopolymer reduces the properties of the material, whether these properties are mechanical or thermal, but it has been found that adding ash to the biopolymer improves the aging resistance of the biopolymer. Using cellulose ash as contribution filler improved the aging resistance of the asphalt mixtures from 45.3% to 48.6% [ 141 ]. Adding charcoal ash coconut shell to bitumen also improved the aging resistance of the bitumen [ 142 ].…”

Assessment of carbon black modified binder in a sustainable asphalt concrete mixture

“…Many concepts and approaches are being introduced to achieve greener mixtures, such as the recycling of materials (e.g. by-products 1 or waste 2 ), the addition of new materials as additives to modify the characteristics of the mixtures 3,4 , or binder modification to improve some mechanical properties 5 . Inclusion of these products can be successful only after full investigation of their sources and properties, being generally feasible at low levels of incorporation, with continuous monitoring of the road's final performance.…”