American Journal of Engineering Research (AJER)

2017
American Journal of Engineering Research (AJER)
e-ISSN: 2320-0847 p-ISSN : 2320-0936
Volume-6, Issue-1, pp-303-311
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Research Paper

Open Access

Influence of Rice Husk Ash and Slag as Fillers in Asphalt

Concrete Mixes
Rocksana Akter1, Md. Kamal Hossain2
1

Assistant Professor, Department of Civil Engineering, Dhaka University of Engineering & Technology, Gazipur,
Bangladesh,
2
Professor, Department of Civil Engineering, Dhaka University of Engineering & Technology, Gazipur,
Bangladesh

ABSTRACT: Filler is an important ingredient of asphalt concrete mixture. Cement, lime and stone dust are
used as conventional fillers. In this study, an attempt has been made to assess the influence of non-conventional
fillers such as rice husk ash and slag in bitumen paving mixes and also compared with traditional filler stone
dust. From the experimental data, it is seen that specimen made with non-conventional fillers (e.g. slag, rice
husk ash) are found to have satisfactory Marshall Properties, which are almost same as conventional filler (e.g.
stone dust). The optimum asphalt content (5.5%) in case of slag and stone dust are same while for rice husk ash
(5.83%), the same is slightly higher. It is seen that maximum stability is observed by rice husk ash followed by
stone dust and slag as filler materials. The value of retained stability of the asphalt concrete mixture using stone
dust, rice husk ash and slag are 112.2%, 111.52% and 95.68% respectively which satisfies the limiting value
75%. In addition, it has been recommended to use rice husk ash and slag wherever available, not only reducing
the cost of execution, but also partly solve the solid waste disposal problem of the environment.
Keywords: asphalt concrete, mineral fillers, Marshall properties, retained stability

I. INTRODUCTION
The continuing rapid growth in population, along with the increase in traffic demand.The traffic
demand is increasing day by, along with the increase in allowable axle loads. So, it is necessary to improve the
highway paving materials. The main purpose of a highway pavement is to provide a satisfactory surface upon
which highway vehicles can operate. A flexible pavement consists of soil subgrade, sub-base course, base
course and surface course. The sub-base course, base course and surface course may consist of one or more
number of layers of the same or slightly different materials and specifications. The surface course is surfaced
with asphalt materials. They are widely used both on rural highways and on city streets that are subjected to
large volumes of traffic and severe service conditions. Asphalt concrete is a well graded mixture containing
coarse aggregate (50-65%), fine aggregate and filler (35-50%), asphalt (5-8%) of total mass of aggregate [1].
Among them, filler is one of the most important components of asphalt concrete. It plays a significant role on
the properties of asphalt concrete [24]. Properly designed and constructed surfaces of this general type are
capable of carrying almost unlimited volumes of passenger, mixed, or truck traffic, provided only that they are
supported by adequate foundation structures. The majority of these surfaces might be expected to have an
economic life of 20 years or more.

II. LITERATURE REVIEW

Fillers have traditionally been used in asphalt mixtures to fill the voids between the larger aggregate
particles. The influence of different types of fillers on the properties of asphalt concrete mixture varies with the
particle size, shape, surface area, surface texture and other physiochemical properties [5]. In previous study, It
has been studied that different types of fillers have different effects on the same bitumen content
[6].Conventionally, stone dust, cement and lime are used as fillers [4]. many researchers used industrial by
products and wastes as fillers that are called non-conventional fillers [712]. Ratnasamy Muniandy et al. [3]
studied the effect of mineral filler type and particle size on asphalt-filler mastic and stone mastic asphalt
laboratory measured properties. The authors defined that the application of industrial and by products wastes as
filler improves the properties of asphalt-filler mastic and SMA mixtures. The authors stated that the optimum
asphalt content at given filler to asphalt ratio increased with the decrease in filler particle size regardless filler
type. It was also determined that filler type and particle directly affect the engineering properties of the asphalt

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mixtures. In addition to filling the voids, the fillers component interact with the binder present in the mix
potentially making it stiff and brittle. The change in mix mix properties is strongly related to the properties of
the filler. Ravindra Tomar et al. [5] studied the effect of fillers on bituminous paving mixes. The authors
investigated two types of non-conventional fillers such as brick dust and silica fume. The authors observed that
bituminous mixes with these non-conventional fillers result in satisfactory Marshall Properties though requiring
a bit higher bitumen content, thus substantiating the need for its use. Noor M. Asmael [2] studied the effect of
mineral filler type and content on properties of asphalt concrete mixes. The general overview of this study was
to evaluate the influence of new different fillers extracted from different local sources on the performance of
asphalt mixtures. It was also stated that filler content have a considerable effect on the mixture making it act as a
much stiffer, and thereby affect the HMA pavement performance including its fracture behavior. Above the
circumstances it is clear that filler is an important component of asphalt concrete mixture. Therefore, it is
necessary to investigate which type of filler is effective and economical

III. OBJECTIVES OF THIS STUDY

To determine the effect of type of mineral fillers (stone dust, slag and rice husk ash) on the design of an asphalt
concrete mixture. To measure workability, moisture susceptibility these values are affected by mineral filler.
Methodology
There are three stages to investigate this study, (1) Determination the material features (2) Mix design
for the three fillers with two proportions of filler quantity and determination of the volumetric and mechanical
properties of the mixtures (3) Evaluation of mixtures. In the first stage the material properties of the aggregate,
asphalt, and fillers were determined. In the second stage the optimum asphalt content for the twelve mix design
were determined using the Marshall Mix Design Method ,while in the third stage the optimized mixtures were
evaluated by Marshall stability and retained stability.
Materials
Aggregates
The quality of aggregates plays a great role in the performance and long- term economy of the road
structure. The aggregates also bear the main stresses occurring in the road and resist wear from surface abrasion.
The combined graduation of aggregates was selected to approximately meet the job mix limits of the graduation
which specified by the AASHTO T27 and AASHTO T37 for dense graded paving mixtures of surface coarse.
According to AASHTO T27 and AASHTO T37 the mix composition and sieve analysis of aggregates are given
in Table 1. Aggregates are collected from local sources. The physical properties of aggregates were determined
and are shown in Table 2.
Table I: Mix composition and sieve analysis of aggregates
Sieve size

%Passing

Specified limit

3/4"(19mm)
1/2"(12mm)
3/8(
#4
#8
#40
#80
#200(Retained)

100
97.2
79.28
58.56
41.5
26.36
11.96
8

100
90-100
76-90
44-74
28-58
8-27
5-17
5-8

Cumulative%
Retained
0
2.8
20.72
41.44
58.52
73.64
88.04
92
100

% Used

Wt. of material, gm

0
2.8
17.92
20.72
17.08
15.12
14.4
3.96
8

0
33.6
215.08
248.64
204.96
181.4
172.8
47.52
96
Total=1200gm

Table II: Physical properties of aggregates

Property

Test Method

Aggregate Crushing
Value (%)
Aggregate
Impact
Value (%)
Specific gravity
Elongation (%)
Flakiness (%)
Water
(%)

Absorption

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Test value
(FineAgg.)
-

Standard value

BS812:Part 110:1990

Test
value
(Coarse Agg.)
26

BS812:Part 112:1990

9.0

<25

ASTM C 127, C 128BS812:Part

2:1975
ASTM D 4791 BS812:Section
105.2:1990
ASTM D 4791 BS812:Section
105.1:1989
ASTM C 127
AASHTO T 85 BS812:Part 2:1975

2.630,2.676

2.708

15

<25

19

<25

1.29%,1.19%

<30

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Asphalt Binder
IRC has recommended three types of PG bitumen. There are 50/60, 60/70 and 80/100. But in
Bangladesh 80/100 PG bitumen is widely used and acceptable for temperature and weather conditions. So, it is
selected to this study. It was collected from local distributor. The important physical properties are summarized
in Table 3.
Table III: Physical properties of asphalt binder
Property
Penetration value
Softening point (C)
Specific gravity
Flash and Fire point
Solubility
Ductility

Test Method
ASTM D5-86
ASTM D36-70
ASTM D70-97
ASTM D92-90
ASTM D113-86

Test Value
100
48C
1.02
320C,341C
99.4%
100+

Standard Value
85-100
30C (Min.)
1.01-1.06
175C (Min. flash point)
50

(Min.)

Mineral Fillers
Fillers play a great role on engineering properties of the bituminous paving mixes. The Asphalt
Institute (TAI) uses the No.8 sieve as the dividing line between fine aggregate and filler. Filler is that mineral
material that passes a No.200 sieve. The specific gravities of different types fillers are given in Table 4.
Table IV: Specific gravities of different typesof fillers
Filler Type
Stone dust
Slag
Rice husk ash

Test Method
ASTM D854
ASTM D854
ASTM D854

Specific gravity
2.46
5.60
1.8

Filler Chemical Composition And Elemental Analysis Result

The X-ray fluorescence test results of different types of fillers are given in table 5. From Table 6 it is
seen that the sum of SiO2, Al2O3, and Fe2O3 are 79.76%, 96.733%, and 94.4327% for stone dust, slag, and rice
husk ash as fillers respectively. According to ASTM, the sum of SiO2, Al2O3, and Fe2O3 should be more than
70%. It is also seen that stone dust and rice husk ash contain high SiO2 (58.516% and 93.2902%
respectively)which related with good mechanical (strength) properties.Steel slag contains high Fe2O3
(91.2230%) which related with low moisture sensitivity Also, the percentage of magnesium oxide (MgO) for all
types of fillers are within the requirements (less than 5%). It is also known that, the presence of calcium and
magnesium are also associated with low moisture sensitivity. On the other hand, high sodium and potassium in
alkali feldspars are associated with high moisture sensitivity.
Table V: X-ray fluorescence test results of different types of fillers
Material
SiO2
Al2O3
CaO
Fe2O3
SO3
TiO2
K2O
MgO
Na2O
SrO
P2O5
BaO
MnO
Cr2O3
ZrO2
ZnO
CuO
Rb2O

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Weight percent
Stone dust
58.0516
10.4144
7.6344
11.2939
0.2314
1.4801
3.9270
4.3189
1.9247
0.0298
0.4163
0.0824
0.0321
0.0794
0.0535
0.0126
0.0175

Slag
4.9408
0.5691
0.5335
91.2230
0.1727
0.3141
0.0647
1.3187
0.1447
0.0795
0.2066
0.0647
0.1398
0.2250
-

Rice husk ash

93.2902
0.5701
1.1266
0.5724
0.2686
0.0746
2.3042
0.6156
0.1149
0.0045
0.8060
0.2165
0.0045
0.0168
0.0146

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Preparation Of Mix Specimens

The Marshall method of design was originally developed by Bruce Marshall formerly of the
Mississippi Highway Department, and improved by the U.S Army Corps of Engineers. The Marshall Test
procedures have been standardized by the ASTM and published as ASTM D1559. The samples for bituminous
concrete mixtures were prepared as per ASTM D1559 at different bitumen contents for each type of filler used.
As a first step in the procedure, the aggregates with the proper graduation are thoroughly dried and heated.
Sufficient mixture is generally prepared at each asphalt content. Each specimen will require approximately 1.2
kg of mixture. Then the asphalt and the aggregates are heated separately and then mixed. Next the mixture is
placed in the mold, mixed by hand with a trowel, and compacted. The specimens were compacted with a
standard hammer device, which weighs 4.5 kg and is designed to drop from a height of 457 mm. A compactive
effort 50 blows is specified for medium traffic. The compactive effort is applied to each side of the specimen.
After compaction, each specimen is subjected to a density-voids analysis and then tested for stability and flow.
The optimum bitumen content for each type of filler in bituminous concrete mix was done as per the normal
procedure.

Figure 1: Preparation of mix specimens

Test Program (Marshall Test)
Marshall Test is a simple and low cost standard laboratory test adopted all over the world for design
and evaluation of bituminous mixtures. In Marshall Method uses standard test specimens of 64 mm height and
102 mm in diameter. These are prepared using a specified procedure for heating, mixing and compact the
asphalt-aggregate mixture. The two principle features of the Marshall method of mix design are a density voids
analysis and a stability-flow test of the compacted test specimens. The stability of the test specimen is the
maximum load resistance that the standard test specimen will develop at 60C .The flow is measured as a
deformation or total movement in units of 0.25 mm between no load and maximum load carried by the
specimenduring the stability test. This test has been fundamentally used in this study to evaluate the different
mixture at different bitumen contents and the parameters considered are stability, flow value, unit weight, air
voids, voids in mineral aggregates, voids filled with bitumen. The test should be scheduled on the basis of 0.5
percent increments of binder contents with at least two binder contents below the optimum. The optimum
bitumen content was selected to have maximum stability, maximum unit weight and median allowable limits for
percentage air voids. The average of bitumen content corresponding to these three parameters is selected as
optimum bitumen content.

Figure 2: Marshall Test of specimens

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IV. RESULTS AND DISCUSSIONS

The Marshall properties of each specimen such as stability, flow value, air void (Va), voids in mineral
aggregate (VMA), unit weight, voids filled with aggregate (VFA) are tabulated in tables 6 through 8.The
graphical representations are also shown in Figures 3 to 5. To measure moisture susceptibility the value of
retained stability are also expressed in Figures 4 to 6.
Table VI: Marshall properties of specimen with stone dust
Asphalt Content
(%)
5
5.5
6
6.5
7

Unit wt.(gm/cc)

VMA

Va

VFA

2.384
2.407
2.417
2.399
2.40

15.02
14.65
14.75
15.83
16.25

6.03
4.37
3.71
3.19
2.44

59.84
70.17
74.88
79.86
84.99

Stability
(kN)
16.86
14.67
14.24
11.09
9.43

Flow
(mm)
2.31
2.33
2.38
2.92
3.61

Stability(kN)
( after 24h)
18.37
16.46
15.14
14.25
11.4

Retained
stability
108.96
112.20
106.32
128.49
120.89

Table VII: Marshallproperties of specimen with slag

Asphalt Content
(%)
5
5.5
6
6.5
7

Unit wt.(gm/cc)

VMA

Va

VFA

2.430
2.460
2.487
2.472
2.455

17.81
17.24
16.78
17.73
18.72

6.02
4.09
2.28
2.11
2.00

66.19
76.26
86.41
88.09
89.34

Stability
(kN)
18.18
13.624
14.406
15.809
10.524

Flow
(mm)
1.531
2.45
2.48
2.51
2.52

Stability(kN)
( after 24h)
16.734
15.923
13.75
10.683
8.58

Retained
stability
96.46
111.52
95.46
70.28
88.84

Table VIII: Marshall properties of specimen with rice husk ash

Asphalt Content
(%)
5
5.5
6
6.5
7

Unit wt.(gm/cc)

VMA

Va

VFA

2.386
2.372
2.365
2.360
2.345

12.35
13.32
14.03
14.67
15.67

4.52
4.35
3.90
3.40
3.30

63.38
67.31
72.20
76.84
78.94

Stability
(kN)
9.033
15.147
16.959
17.918
21.451

Flow
(mm)
1.84
1.9
2.34
2.37
2.49

Stability
(kN) ( after 24h)
8.301
13.304
13.469
14.23
16.297

Retained
stability
103.25
102.10
92.38
95.70
88.33

To find the optimum bitumen content five specimens for each combination were prepared and the
average of these results has been reported. The results of Marshall Tests have been presented in Figures 3
through 5, in which the variations of Marshall Properties with respect to bitumen contents for all the three types
of fillers considered in this study are shown.

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Figure 3: Marshall properties vs asphalt contents for specimens prepared with stone dust as filler

Figure 4: Marshall properties vs asphalt contents for specimens prepared with slag as filler

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Figure 5: Marshall properties vs asphalt contents for specimens prepared with rice husk as filler
The relationships between filler content and Marshall Properties of mixtures for stone dust as filler
have been shown in Figure3 (a) through 3(f). It is seen that the maximum stability (16.86 kN) is obtained at 5%
asphalt content, the values of flow, VFA & VMA are increased by increasing the filler content, unit wt are
increased up to maximum point then decreases in exception at 7% asphalt content and the air void is increased
by increasing the filler content. In Figure4 (a) through 4(f) shows the relationship between filler content and
Marshall Properties of mixtures for slag as filler. It has been shown that the maximum stability (18.18 kN) is
obtained at 5% asphalt content, the values of flow, VFA are increased by increasing the filler content, the values
of VMA are also increased by increasing the filler content in exception at 5% & 5.5% asphalt content, unit wt.
are increased up to maximum point then decreases and the air void is increased by increasing the filler content.
In Figure5(a) through 5(f) also shows the relationship between filler content and Marshall Properties of mixtures
for rice husk ash as filler. It has been shown that the maximum stability (21.45kN) is obtained at 7%
asphaltcontent;the values of flow, VFA & VMA are increased by increasing the filler content, unit wt are
increased up to maximum point then decreases and the air void is increased by increasing the filler content. The
results of this study have been shown that the use of rice husk ash as a filler at 7% is the maximum stability
among the three types of fillers. The asphalt concrete mix design properties by using stone dust, slag and rice
husk ash as mineral fillers have shown in Table 9.The results show that specimen made with non-conventional
fillers (e.g. slag, rice husk ash) are found to have satisfactory Marshall properties, which are almost same as
conventional filler (e.g stone dust). The optimum asphalt content (5.5%) in case of slag and stone dust are same

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while for rice husk ash (5.83%), the same is slightly higher. It is seen that maximum stability is observed by rice
husk ash followed by stone dust and slag as filler materials. As usual, the results of flow value and unit wt. show
the reverse trends. However, it has been seen that the variation is nominal and the all values of Marshall
Properties are within the specification limits of AASHTO.
Table IX: Marshall properties of specimen with rice husk ash
Properties
OAC (%)
Stability (kN)
Unit wt. (gm/cc)
Air void
Flow value (mm)
VMA
VFA
Retained stability

Stone dust
5.50
14.67
2.417
3.97
2.33
14.29
72.21
112.20

Slag
5.5
13.624
2.46
4.09
2.45
17.24
76.26
111.52

Rice husk ash

5.83
16.343
2.367
4.05
2.19
13.79
70.54
95.68

Standard values according to AASHTO

5.34kN(medium traffic)
3-5
2-4
65-78
75( minimum)

The values of retained stability for optimum mixes with different types of fillers have been shown in
Figure6. It has been seen that the value of retained stability for mixes prepared with stone dust as filler offers
highest retained stability value followed by slag and rice husk ash filler. However, the variations are so small to
be considered significant and all the mixes satisfy the minimum retained stability value requirement i.e.75%. It
indicates that all mixes with stone dust, slag and rice husk ash as filler have good resistance to moisture induced
damages.

The values of retained stability for mixes with different types of fillers have been shown in Fig. 7, 8, &
9. It has been seen that the value of retained stability for all mixes prepared with these fillers satisfy the
minimum retained stability value requirement i.e.75%. It is also seen that the mix prepared with 6.5%, 5.5%,
and 5% asphalt content of stonedust, slag and rice husk ash respectively offer highest retained stability value.

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V. CONCLUSION
In the above circumstances, we say that slag and rice husk ash can effectively be used as filler in
paving mixes in place of most commonly used filler such as stone dust. It is also evident that by using slag and
rice husk as fillers in paving mixes partly solve the solid waste disposal problem of the environment.

ACKNOWLEDGEMENT
The authors wish to thank the unit of Highway and Transportation Engineering at Dhaka University of
Engineering and Technology for their co-operation, guidance and financial support to successfully complete this
study.

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