ARID ZONE JOURNAL OF ENGINEERING, TECHNOLOGY & ENVIRONMENT
AZOJETE, September 2019. Vol. 15(3) 662-677

Published by the Faculty of Engineering, University of Maiduguri, Maiduguri, Nigeria.
Print ISSN: 1596-2490, Electronic ISSN: 2545-5818

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662

ORIGINAL RESEARCH ARTICLE

PROPERTIES OF ASPHALT CONCRETE CONTAINING WASTE FOUNDRY SAND (WFS)
AS FILLER MATERIAL

A. A. Shuaibu*, H. S. Otuoze, A. Mohammed and M. A. Lateef

(Department of Civil Engineering, Ahmadu Bello University, Zaria, Nigeria)
* Corresponding author’s email address: tightmybet@gmail.com, abdulshub4u@gmail.com

ARTICLE INFORMATION

Submitted 22 November, 2018
Revised 7 March, 2019
Accepted 10 March, 2019

Keywords:
waste foundry sand
marshal stability
Flow
void analysis
asphalt concrete
wearing course

ABSTRACT
The high cost of primary construction materials such as cement, and
increase in waste generation due to human activities coupled with
environmental concerns has led to the incorporation of wide range of
waste materials into asphalt concrete. Waste foundry sand (WFS) which is
a by-product of ferrous and non-ferrous metal casting industry, has
accumulated in stockpiles and landfills, occupying valuable space and
causing nuisance in the environment. Consequently, it is imperative to
devise a safe and economical solution to manage and utilize the waste.
One way of achieving this is by recycling and using it for asphalt concrete
production. This study investigated the strength and durability properties
of asphalt concrete containing waste foundry sand (WFS) as alternative
filler material in asphalt concrete. Marshall design method was adopted
for the sample preparation and testing. Fifteen (15) compacted samples
were prepared for strength and volumetric properties testing at varying
bitumen contents of 4.5%, 5.0%, 5.5%, 6.0% and 6.5%, in accordance with
Asphalt Institute and Nigeria General Specification for Road and Bridges
to determine optimum bitumen content (OBC). OBC of 5.5% was obtained
and used for the asphalt concrete mixes in the study. Eighteen (18) other
briquettes were prepared to determine the optimum WFS content in
asphalt concrete necessary for strength and durability of wearing course
of flexible pavement. Cement as filler in asphalt concrete was partially
replaced with WFS using the obtained OBC in the order of 10%, 20%, 30%,
40%, 50% and 60%. A total of thirty-three (33) standard specimens were
prepared. From the Marshall stability-flow and void-density results, the
sample prepared with 60% WFS as filler with OBC of 5.5% satisfies the
provision of the Nigerian General Specification for Road and Bridges
(NGSRB) for use in wearing course of flexible pavement. Based on the
analysis of results obtained in this study and a logical comparison made
with standard specifications, addition of up to 60% waste foundry sand
(WFS) in asphalt concrete would lead to significant conservation of
primary construction materials, divert substantial quantities of waste from
landfills and present a cheap alternative of filler material necessary for
sustainable asphalt concrete construction.

© 2019 Faculty of Engineering, University of Maiduguri, Nigeria. All rights reserved.

1.0 Introduction
The rapid industrial and agricultural activities of man has led to the generation of large tonnes of
waste (such as scrap tires, foundry sand, glass, waste foundry sand, steel slag, plastics,

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construction and demolition wastes, rice husk, bagasse, coconut shell, mesocarp fibre, and
others) which accumulate in stockpiles and landfills throughout the world. Aside not easily
degraded, these wastes occupy valuable space and constitute nuisance to the environment.
Additionally, the construction industry relies hugely on conventional construction materials; such
as sand, granite, cement and bitumen for mortar, concrete and asphalt production. The high cost
and environmental hazard attributable to the production of materials, such as cement, has
necessitated the incorporation of wide range of waste materials in the construction technology.

Consequently, there is high interest in the development and utilization of waste materials in
asphalt production amongst researchers and highway practitioners to enhance pavement quality,
reduce cost and curb negative environmental effects.
Ordinary Portland Cement (OPC) is a popular brand of cement widely used in the preparation of
mortar, concrete, paste and asphalt concrete because of its high binding and filling
characteristics. In most countries and particularly Nigeria, it is expensive and often time scarce
(Tsado et al., 2014) and this has influence on the price of infrastructure construction.

Kaura et al. (2016), reported that the manufacturing process of ordinary Portland cement (OPC)
which is convectional filler used in asphalt concrete contributes up to 7% of the CO2 emission
and this causes greenhouse effect on the environment. This trend is adding 1.6 billion tons of
CO2 into the atmosphere (Mehta, 2001). With considerable effort to reduce the global warming
effect by reducing CO2 emission, scarcity of landfill space from improper waste foundry sand
(WFS) disposal, dependency and cost of cement for producing asphalt concrete, researchers
have long been in a search for alternative material with pozzolanic properties to serve as
supplement for cement (Kaura et al., 2016).

In general terms, "Pozzolana" as “a siliceous or siliceous and aluminous material, which in itself
possesses little or no cementing property, but will in a finely divided form and in the presence of
moisture, chemically react with calcium hydroxide at ordinary temperatures to form compounds
possessing cementitious properties" (Malhorta and Mehta, 1996).
The efficient use of locally available materials is necessary in building of economically viable and
sustainable roads. To this end, there is need for the design engineer to possess thorough
understanding of each constituent material properties that affect pavement stability and
durability (Brennan and O’Flaherty, 2002). Filler in bituminous mixes is defined as material with
particle size less than 0.075 mm, which may originate from fines in the aggregate or added in
the form of cement, lime and ground rock. Portland cement or hydrated lime is often added to
natural filler (1 to 2 per cent by mass of total mix) to improve adhesion of bitumen and stiffening
of bitumen-fine matrix (ORN 19, 2003). It also has a function of filling voids remaining after the
other mineral aggregates present in asphalt concrete interlock. These functions of the filler are
cardinal in contributing to the strength and deformation resistance of the asphalt concrete in
service.

In recent times, a wide range of waste materials obtainable from agricultural and industrial
activities in their natural or processed forms have been used in the production of asphalt
concrete. Waste materials such as palm oil waste ash, rice husk ash, palm kernel shell ash,
periwinkle shell ash, kaolin, metakaolin, corncob ash, millet husk ash, coal bottom ash, slag, fly
ash and blast furnace slag (Murana et al., 2014; Sadeeq et al., 2014; Murana and Sani, 2015;
Oluwaiwo and Owolabi, 2015; Nwaobaka and Agunwamba, 2014; Mistry and Roy, 2016; Suji et al.,

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15(3):662-677. ISSN 1596-2490; e-ISSN 2545-5818, www.azojete.com.ng

Corresponding author’s e-mail address: tightmybet@gmail.com, abdulshub4u@gmail.com 664

2016; Abu Salem et al., 2017) have been assessed for suitability of incorporation into asphalt
concrete. Nonetheless, literature report on the use of waste foundry sand in asphalt concrete is
still very limited.
Tsado et al. (2014) reported that up to 70% of Portland cement can be replaced by using
materials such as primarily fly ash silica fume, natural pozzolana, rice husk ash; wood ash and
agricultural product ash.
These supplementary cementatious materials play an important role when added to Portland
cement because they usually alter the pore structure of concrete to reduce its permeability, thus
increasing its resistance to water penetration and water related deterioration such as
reinforcement corrosion, sulphate and acid attack (Padmavathi and Preethika, 2016).

Foundry is one of the most ancient methods of metal forming (Aramide et al., 2011). Metal
foundries utilize high quality sands in production of metal castings. The sand is recycled and
reused multiple times in the process until it loses its characteristics and thus, discarded (Rashid
et al., 2014). Foundry sand discarded by foundries is called waste foundry sand (WFS) or spent
foundry sand (SFS) and they can either be recycled in a non-foundry application or used as
landfills (Aramide et al., 2011).

According to Jalali (2009), waste foundry is a mixture of sand residues from metal casting
process and variety of binders. It is the by-product of ferrous and non-ferrous metal casting
industry, its physical and chemical properties depends upon: type of metal being poured, casting
process, type of binder system, type of furnaces and type of finishing process like grinding, blast
cleaning and coating (Singh et al., 2012).

There are about 35,000 foundries in the world with annual production of 90 million tonnes. In
terms of number of foundries, China has the highest score (9374), followed by India (6000)
(Siddique et al., 2013). Aramide et al. (2011) submitted that only less than fifteen percent (15%)
of the annually produced waste foundry sand can be safely and economical recycled. This is a
clear indication that this waste need to be evaluated for its suitability in construction industry
applications where its use can be maximized. Depending on type of binder systems used in
metal casting process, waste foundry sands are classified as; clay bonded sand (Green sand) and
chemically bonded sands (Petavratzi and Wilson, 2007).

Green sand is the most common type and it consists of silica sand, bentonite clay (~ 10% by
weight), 2 to 5% water and about 5% coal dust (improves casting finish) (Petavratzi and Wilson,
2007). Green sand is normally reused and can therefore contain burnt fines, coke residues and
residual clays. Chemically bonded sand involves the use of organic and inorganic binders in
conjunction with catalysts and different hardening/setting procedures (Petavratzi and Wilson,
2007). The type of WFS used in this study is the green sand.

A considerable amount of experimental work have been carried out by various researchers on
the use of industrial waste product as replacement of mineral aggregates in the construction
industry. Siddique and Kaur (2013) partially replaced natural sand with waste foundry sand to
evaluate the strength and durability properties of self-compacting concrete; they observed that
there is increase in compressive strength, splitting tensile strength of self-compacting concrete
by incorporating waste foundry sand as partial replacement for sand up to 15%. Resistance of
concrete against sulphate attack and rapid chloride permeability were also improved for

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concrete mixes. Petavratzi, and Wilson, (2007), investigated the use of foundry sand as partial
replacement for the primary sand. Results obtained were positive regarding the inclusion of
foundry sand within 2.5 and 5% as a primary sand substitute into bricks. They concluded that
foundry sand could replace primary sand in brickworks.

Joni, and Zghair, (2016), carried out research on the effect of adding used foundry sand as
alternative to fine and filler materials in hot mix asphalt. To evaluate the mechanical properties,
the Marshall Mix design was adopted to design mix which contained foundry sand as filler and a
comparison was made with mix containing two other types of fillers (ordinary Portland cement
and lime stone dust). The results from the study revealed that foundry sand can be used in
asphalt concrete as partial replacement of fine aggregate and total replacement of filler material.

Though, considerable efforts have been devoted towards the use of industrial by-product for
asphalt production, there have been scarcity of information on the use of waste foundry sand
(WFS) in asphalt concrete production in Nigeria. The focus of this study therefore, is to
investigate the possibility of recycling and using waste foundry sand for sustainable cost-
effective construction of wearing course of roads in Nigeria. The above aim was achieved
through the following objectives:
i. performance of physical properties tests on waste foundry sand (WFS) to ascertain its
suitability for use in asphalt concrete.
ii obtaining the chemical composition of waste foundry sand (WFS) using x-ray fluorescence
(XRF) and classify it based on (ASTM C618, 2003) classification of pozzolana.
iii. determination of optimum binder content (OBC) for asphalt concrete production and finally
find out the effect of adding different percentage of waste foundry sand (WFS) on the stability-
flow and void-density properties of asphalt concrete to be used in highway wearing course.
The findings of this study could lead to a probable solution to waste management problem
plaguing every country, reduction in demand for cement, freeing of valuable land space and
ultimately enhancing cost effective production of road infrastructure with improved performance.

2.0 Materials and Methods
2.1 Materials
Materials used for this study are as follows;

bitumen
coarse aggregate and fine aggregate
mineral filler (waste foundry sand WFS and cement)

The coarse and fine aggregates were obtained from Nagarta local quarry, Sokoto road, Zaria,
Kaduna State, Nigeria. The Ordinary Portland Cement used is that of Dangote 3X brand and
obtained from Samaru market in Zaria, Kaduna State. Bitumen used is penetration grade
bitumen obtained from Nigerian National Petroleum Cooperation (NNPC), Kaduna State. Waste
foundry sand (WFS) was gotten from Defense Industry Corporation of Nigeria (DICON), Kaduna
State.

2.2 Methods
The section briefly discussed the methods employed in the experimental tests carried out to
determine the physical properties of bitumen, coarse aggregate, fine aggregate, cement and the

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Shuaibu, et al: Properties of asphalt concrete containing waste foundry sand (WFS) as filler material. AZOJETE,
15(3):662-677. ISSN 1596-2490; e-ISSN 2545-5818, www.azojete.com.ng

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chemical properties of waste foundry sand (WFS). Also, the method adopted for sample
preparation and testing was highlighted.
2.2.1 Test on coarse aggregates
Test conducted on the coarse aggregates are (Aggregate impact value/hardness test (BS 812
PART 111), Aggregate crushing value (BS 812 PART 112), Aggregate specific gravity (ASTM,
C127), Size and gradation (BS 812-103.2).

2.2.2 Test on fine aggregates
The tests conducted on the fine aggregates are: specific gravity (ASTM 128), sieve analysis (BS
812-103.2) analysis, and water absorption (BS 812 Part 3)
2.2.3 Test on Mineral aggregate (cement and WFS)
Experimental test on cement are; Initial and final setting time (BS EN 196 part 3), Soundness test
(BS EN 196 part 3), and specific gravity (ASTM C188).

Test on waste foundry sand are; bulk relative density (ASTM D854), and specific density (ASTM
D854).
Another test carried out on the WFS is X-ray Fluorescence (XRF). Elemental analysis on WFS was
conducted in Chemistry Department, Ahmadu Bello University, Zaria using energy dispersive
spectrometer designed for detection and measurement of elements in a sample. The analysis
was carried out according to (ASTM C618).

2.2.4 Test on Bitumen
Tests on bitumen are: Penetration test (ASTM D5), Solubility test (ASTM D4), Viscosity test (ASTM
D2170), Ductility test (ASTM D113), Flash and fire point test (ASTM D92), Specific gravity test
(ASTM D70) and softening point (ASTM D36).

2.3 Marshall Test experimental plan and specimen preparation
Asphalt Institute (1994) recommendations were used to prepare specimens weighing 1200g,
101.5 mm diameter and 63.5 mm height compacted with 75 hammer blows on each side to
simulate heavy traffic situation. The specimens are tested for bulk specific gravity in accordance
with ASTM D1559 (2000). The specimens are kept immersed in water in a thermostatically
controlled water bath at 6000C for 30 to 40 minutes and transferred within 30 seconds to the
Marshall Test head where they are tested for Marshall stability and flow in accordance with
ASTM D1559 (2000). The volumetric test carried out are CDM, VMA, VIM and VFB. Theoretical
Maximum Specific Gravity of the Mix (Gmm) were determined using ASTM D 2041-95 and Bulk
Specific Gravity or Compacted Density of the Mix (CDM) using ASTM D1188-96. ASTM D3203-94
was used to estimate Void in the Mix (VIM). ASTM D1559 (2004) was used to determine the
stability and flow of specimens.

To determine the optimum bitumen content, the relationships between binder content and the
properties of mixtures such as stability, flow, bulk density, voids filled with bitumen (VFB), void in
mineral aggregate (VMA) and void in mix (VIM) at no WFS replacement (control) were
established. Three (3) specimens each were made for five bitumen content (4.5, 5.0, 5.5, 6.0 and
6.5%) in accordance with Asphalt Institute specifications, making a total of twelve (15) samples.
The optimum binder content is selected as the average binder content for maximum density,
maximum stability and specified percent air voids in the total mix.

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Furthermore, same procedure of designing asphalt paving mixture was followed to prepare
samples with different waste foundry sand and utilizing the optimum binder
3.0 Results and Discussion
3.1 Bitumen test
The preliminary test conducted on bitumen revealed that the bitumen is of 60/70 penetration
grade. It satisfies various codes requirements for ductility, softening point, specific gravity,
solubility and flash and fire point tests. Thus, the bitumen is adjudged suitable for asphalt
concrete production.
The result of test carried out on bitumen is as presented in Table 1 below.

Table 1: Preliminary Test Result and Code Limits on the Bitumen
Test conducted ASTM Code Test Result Code Limit
Penetration at 25°C, 0.1mm ASTM D5-97 64.7 60 – 70
Softening point (°C) ASTM D36-95 48.5 46 – 56
Flash point (Cleveland open cup) °C ASTM D92-02 248 Min. 232
Fire point (Cleveland open cup) °C ASTM D92-02 256 Min. 232
Ductility at 25°C, cm ASTM D113 116 Min. 100
Specific gravity at 25°C, (g/cc) ASTM D70 0.98 0.97 – 1.02
Solubility in trichloroethylene, % ASTM D2042 99 Min. 99

3.2 Preliminary Tests on Aggregates
‘‘Aggregate suitability affects physical and mechanical properties and durability of asphalt.
Mineralogy cum petro-graphic nature of rock formation as well as shape and size impart on
strength, traffic wear and weather resistance of aggregates in asphalt’’ (Otuoze and Shuaibu,
2017). Strength tests carried out on fine and coarse aggregates as presented in Table 2 below
and the results satisfied relevant codes recommendations adjudging that the material is strong,
tough, dense and abrasion resistant and can stand the test of both serviceability and durability
requirements of asphalt mixtures within the designed life.

Table 2: Test results on the Aggregates Materials
Test Conducted Code Used Test Result Code Limit
Aggregate Crushing Value (%) BS 812 Part 112 18.65 Max. 25
Aggregate Impact Value (%) BS 812 Part 111 18.87 Max. 25
Specific Gravity of Coarse Aggregate ASTM C127 2.70 2.55 – 2.75
Density of Coarse Aggregate ASTM C127 168.52 >160
Specific Gravity of Fine Aggregates ASTM C128 2.63 2.55 – 2.75
Density of Fine Aggregates ASTM C127 164.15 >160
Water Absorption for Coarse Aggregate (%) BS 812 Part 2 0.46 < 2
Water Absorption or Fine Aggregate (%) BS 812 Part 3 8.62 < 15

3.2.1 Particle Size Distribution of Aggregates
The graph of particle size gradation for the aggregates is as shown in figures 1 and 2 below

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Shuaibu, et al: Properties of asphalt concrete containing waste foundry sand (WFS) as filler material. AZOJETE,
15(3):662-677. ISSN 1596-2490; e-ISSN 2545-5818, www.azojete.com.ng

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Aggregate grading is a very crucial factor in ascertaining the bond, interlocking packing and
packing density. In asphalt concrete, the nature of the aggregate skeleton impart greatly on the
strength and resistance of the finish product in service. Figures 1 and 2 below shows that the
aggregates are well-graded as they satisfy ASTM D3515 code limits, thus, suitable for production
of asphalt concrete

Figure 1: Sieve Analysis for Coarse Aggregate

Figure 2: Sieve Analysis for Fine Aggregates

3.3 Test on Filler (cement and WFS)
The physical properties test performed on cement revealed that the cement is ordinary Portland
cement. The chemical composition using x-ray fluorescence test (XRF) and other physical
properties on waste foundry sand shows that it is a pozzolana of class N with specific gravity
value of 2.43.
The particle size distribution of cement and WFS showed similar grading curve, this implies that
their sizes are similar in nature and can be used together.

The results obtained from these testing and limits of code specifications are presented in Tables
3 and 4 and Figures 3 and 4 below.

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Table 3: Test Result on Filler Materials
Test Code Used Value Code Limit
Initial Setting Time of cement (minute) BS EN 196 PART 3 68 >45
Final Setting Time of cement (minute) BS EN 196 PART 3 255 <375
Soundness of cement (mm) BS EN 196 PART 3 3.0 <10
Specific Gravity of cement ASTM C188 3.1 3.15
% of cement passing 0.075 mm sieve ASTM C117 97 >90
Specific Gravity of waste foundry sand ASTM D854 2.43 2.39 – 2.55
Bulk relative density of WFS ASTM D854 152 <160
% of waste foundry sand passing 0.075 mm sieve ASTM C117 94 >90
Pozzolana class ASTM C618 N N or F

Table 4: X-Ray Fluorescence (XRF) Concentration of Waste Foundry Sand (WFS)
Element Concentration (%) Element Concentration (%)
Na2O 0.00 CaO 2.00
MgO 0.71 TiO2 1.47
Al203 21.29 Cr2O3 0.01
SiO2 65.59 Mn2O3 0.06
P2O5 0.08 Fe2O3 6.96
SO3 0.36 ZnO 0.02
Cl 0.03 SrO 0.03
K2O 1.39

Figure 3: Sieve Analysis for Cement Figure 4: Sieve Analysis for Waste Foundry Sand

3.4 Aggregate material sampling, grading, proportioning and blending
Aggregate materials were sampled according to the recommendation of BS EN932-1 (2003) and
particle size distribution was done according to BS EN 933-1 (2003).

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Table 5 below, shows the combined aggregate envelope, distribution and blending of the
materials which have been sandwiched between the Asphalt Institute code upper and lower
limits. This is implies compliance with code specifications, thus, adjudged good for production of
asphalt concrete that can meet strength and durability requirements in service.

Table 5: Combined Material Mix and Range of Specification Requirements
BS Sieve
Size (mm)

Percentage
Retained (%)

Cumulative
Percentage
Retained (%)

Cumulative Percentage
Passing (%)

Asphalt
Institute
(1994)

25.4 - - 100 100
19.05 6.6 6.6 93.4 90 – 100
12.7 14.9 21.5 78.5 -
9.52 7.2 28.7 71.3 56 – 80
6.32 11.7 40.7 59.3 -
4.76 7.2 47.6 52.4 35 – 65
2.36 5.6 53.2 46.8 23 – 49
1.18 10.8 64.0 36.0 -
0.6 22.4 86.4 13.6 -
0.3 5.9 92.3 7.7 5 – 19
0.15 0.7 93.0 7.0 -
0.075 0.4 93.4 6.5 2 – 8
Pan 6.5 99.9 0.1 -

3.5 Optimum Binder Content (OBC)
In order to obtain the optimum binder content necessary for the asphalt paving mixture for
different WFS replacements, fifteen (15) samples each weighing 1200 g, 101.5mm diameter and
63.5mm height compacted were prepared using five different bitumen contents (4.5, 5.0, 5.5, 6.0
and 6.5%) as specified by Asphalt Institute, (1997), and ORN 19, (2003). The relationships
between binder content and the properties of mixtures such as stability, flow, bulk density, voids
filled with bitumen (VFB), void in mineral aggregate (VMA) and void in mix (VIM) at no WFS
replacement (control) were established and optimum binder content was calculated.

Table 6 and figures 5-10 below present a summary of result obtained for the control specimen.

Table 6: Summary of Marshall Test Results for Control Specimens (0% WFS Replacement)
Percentage of
bitumen (%)

Stability
(KN)

Flow
(mm)

Bulk specific gravity
(G) (g/cm3)

VIM
(%)

VMA
(%)

VFB
(%)

4.5 3.80 2.30 2.33 6.8 17.1 60.6
5.0 4.22 2.70 2.35 5.2 17.1 69.7
5.5 4.35 2.90 2.36 3.7 17.1 78.5
6.0 4.05 3.40 2.35 3.7 18.0 79.6
6.5 3.20 3.75 2.34 3.4 18.7 81.6

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Figure 5: Stability against bitumen Content at 0%
WFS

Figure 6: Flow against bitumen content at 0% WFS

Figure 7: Bulk Density against Bitumen Content at
0% WFS

Figure 8: VFB against Bitumen Content at 0% WFS

Figure 9: VMA against Bitumen Content at 0%
WFS

Figure 10: VIM against Bitumen Content at 0% WFS

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From the foregoing, the optimum bitumen content was found to equal 5.5% which was
calculated as average of bitumen contents obtained at maximum stability, maximum bulk
density and median per cent of air void as specified by Asphalt Institute, (1997).
Bitumen content at the maximum stability = 5.5 %
Bitumen content at the maximum value of bulk density = 5.5%
Bitumen content at the median per cent of air voids = 5.4%
Optimum Bitumen Content (OBC) = 5.47 (5.5 approximately).

3.6 Marshall Test Results Asphalt at Varying Percentage Replacement of Cement with Waste
Foundry Sand (WFS) at Optimum Binder Content of 5.5%
The results of stability-flow and volumetric analysis (VIM; void in mix, VMA; void in mineral
aggregate and VFB; void filled with bitumen) at varying replacement of WFS are shown in
Figures 11 to 16.

Figure 11: Stability against different percentage
replacement of WFS

Figure 12: Flow against different percentage
replacement of WFS

From the plot in Figure 11 above, the maximum load a compacted specimen can carry at a
standard temperature of 60°C is the stability. The stability increases with increase in WFS from a
value of 4.38 kN at 10% to a value of 4.92 kN at 60%. The increase in strength could be
attributed to the hardness properties of SiO2 and Al2O3 which are the major constituent of WFS
and also their ability to fill void spaces leading to denser mixture. The stability value of 4.92kN
obtained at 60% replacement with WFS satisfies the Nigerian General Specifications for Roads
and Bridges (FMWH, 1997) of 3.5kN for use as wearing course.

Flow is the measure of flexibility by the change in diameter of the test sample in the direction of
load application between the start of loading and the time of maximum load. From Figure 12
above, flow behaves in similar manner with that of the control mix due to the insignificant
amount of WFS at 10%. The decrease in flow from 20% to 60% replacement is connected to the
increase in stiffening of the mixture as WFS replacement increases, thus, producing a mixture
that is less susceptible to deformation. The value of flow obtained ranges between 2.95 mm and
3.10 mm. This satisfies the requirement of Nigerian General Specifications for Roads and Bridges
(FMWH, 1997) of between 2 mm and 4 mm for wearing course.

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Figure 13: Bulk specific gravity (G) against
different percentage replacement with WFS

Figure 14: Void in mineral aggregates against
different percentage replacement with WFS

From Figure 13 above, the bulk specific gravity decreased with increase in percentage
replacement of WFS. This could be attributed to the lower specific gravity of WFS (2.43)
compared to that of cement (3.1). Therefore, a given weight percentage of WFS will occupy a
greater volume than that of a conventional filler material, thereby, producing a mixture with low
specific gravity.
The voids in the mineral aggregate, VMA, is defined as the intergranular void space between the
aggregate particles in a compacted paving mixture that includes the air voids and the effective
bitumen content, expressed as a per cent of the total volume (O’Flaherty, 2002). From Figure 14
above, the void in mineral aggregate VMA increased as the WFS replacement increased. This can
be attributed to the excess WFS present in the mix which the bitumen cannot sufficiently coat to
bind with other mineral aggregate. Generally in marshal test, the VMA decreases with increase in
bitumen content until a minimum value of VMA is obtained. Any further increase of bitumen will
increase VMA, indicating that the asphalt structure is becoming overfilled with bitumen, and
result in been susceptible to plastic deformation (ORN 10, 2003). In this case, the void in mix
actually increased because there is no enough binder present in the mix, thus, the ability of the
constituents’ mineral aggregate to pack together decreases as WFS increases

Figure 15: Void in mix (VIM) against different
percentage replacement with WFS

Figure 16: Void filled with bitumen against
different percentage replacement with WFS

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The total volume of air expressed as percentage of the bulk volume of the compacted mixture is
the void in mix (VIM). This increase as void in mineral aggregates will generally increase that of
the total mix. Though the void in mix increases as seen from Figure 15 above, the results
obtained for void in mix satisfy the Nigerian General Specifications for Roads and Bridges
(FMWH, 1997) of 3% - 5% for wearing course, except for 10% replacement of WFS.

Void filled with bitumen VFB is defined as the portion of the volume of void space between the
aggregates particles that is occupied by the effective bitumen. From Figure 16 above, the void
filled with bitumen decreased as the replacement of cement with WFS increased. The results
obtained at various replacements conformed to the Nigerian General Specifications for Roads
and Bridges (FMWH, 1997) of 75 - 82% except at 10% replacement.

4.0 Conclusion
From the results obtained in this study, the following conclusions were drawn
The results of physical properties testing conducted on bitumen as regards its penetration,
viscosity, flash and fire point, ductility and solubility all conforms to those of the ASTM standard
specification for the design of asphalt concrete. Thus, the bitumen meets its requirements for
durability, safety and purity.

The aggregate Crushing Value, aggregate Impact Value, Specific Gravity of coarse aggregate,
water absorption of coarse aggregate, Specific Gravity of fine aggregate, water absorption of
fine aggregates are within specifications. Thus, the aggregates meet the strength, toughness,
hardness and resistance to wear requirements for use in asphalt concrete production.

The physical and chemical (X-Ray Fluorescence XRF test) property tests performed on foundry
sand confirmed it is a pozzolana of class N according to ASTM C618 requirement and suitable
for use in asphalt concrete production.

The stability, flow, VMA, VIM and VFB obtained at 60% replacement of cement with foundry
sand at 5.5% bitumen content indicates an enhanced strength and durability properties of
asphalt concrete. Thus, inclusion of WFS in asphalt is a viable solution for solid waste
management and cost-effective asphalt concrete production for wearing course of flexible
pavement necessary for sustainable development.

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