Asphalt Filler Research Articles

Influence of mineral filler characteristics on the filler–asphalt interfacial behavior

The knowledge of mineral filler characteristics and their impacts on filler–asphalt interfacial behavior is not systematic and completed yet. In this paper, eight mineral fillers prepared using the same milling procedure were investigated. The filler–asphalt interfacial behavior was analyzed by differential scanning calorimetric and dynamic shear rheometer tests. Results reveal that in contrast to form factor and specific surface area, particle porosity, particle density, aspect ratio, angularity index, fractal dimension and feature roughness decrease with decreasing particle size. Limestone filler exhibits more regular shape, less significant angularity and richer surface texture than basalt filler. Of all particle characteristics studied, form factor and specific surface area are suggested to be the determining factors affecting filler–asphalt interfacial behavior. Moreover, microscopic morphology analysis provides an insight to interpret the differences explored in mastic interfacial property. The results help employ applicable particle characteristics that fabricate mastic with a stable interface system.

Characterization of Asphalt Filler Mastics with Industrial By-Products as Fillers under the Coupled Effect of Aging and Moisture

An asphalt mix comprises asphalt binder and aggregates of different sizes (coarse and fine) and filler. Even with a smaller share, filler plays a crucial role in the performance of asphalt-filler mastics. The study is motivated by the growing need to preserve natural resources and aims to investigate the utilization of four different industrial by-products/wastes (electric arc furnace slag filler, basic oxygen furnace slag filler, tire pyrolysis char filler, and plastic pyrolysis char filler, and one conventional natural stone aggregate filler (NSAF) in asphalt-filler mastics. Four conditioning environments were used to characterize the chemo-rheological properties of the mastics formulated by these five different fillers: unaged, long-term aged, freeze-thaw, and freeze-thaw of long-term aged mastics. To understand the significance of filler attributes in the filler-asphalt mastic performance, a correlation between various filler characteristics (specific surface area, Rigden voids, methylene blue value, and hydrophilic coefficient) and the mastic properties (multiple stress creep and recovery, linear amplitude sweep, binder yield energy test, and Fourier transform infrared spectroscopy) was also attempted. The fatigue life and elastic recovery of the mastics were negatively affected by the combined effects of aging and moisture. The filler characteristics showed a negligible-to-low association with fatigue parameters and a good correlation with rutting performance. The use of these industry co-products/by-products as fillers is supported by the superior rutting and fatigue performance of steel slag and pyrolytic char fillers compared with the traditional NSAF.

Performance evaluation of marble dust as a filler material in asphalt concrete in Peshawar, Pakistan

Marble dust generated during cutting, grinding, carving, and polishing is one of the significant sources of marble production. Due to its high production, it can be used as an alternative material and has been used as a filler replacement to retain outstanding usability. This study aims to assess the effectiveness of marble dust as filler in asphalt concrete. A mixed design was developed for asphalt concrete with marble dust. To assess the impact of various percentages of these industrial waste on the qualities of the asphalt filler matrix by contrasting it with the properties of the mix, including stone dust as filler, various tests like Marshall stability and flow, indirect tensile, wheel tracker and Resilience Modulus (RM) were carried out. The comparison results reveal that modified asphalt concrete has 1.63% more stability than normal concrete. Similarly, the indirect tensile test shows 23% more strength, the wheel tracker test shows low rutting depth for modified HMA and a 44% increase in MR. The bitumen extender marble dust infill reduces the ideal binder by 4.05%. As a result, marble dust can be used as a filler in asphalt concrete up to 4.5% with success, creating a stable, economical, and eco-friendly pavement.

Assessment of potential resistance to moisture damage and fatigue cracks of asphalt mixture modified with ground granulated blast furnace slag

Abstract Fatigue and moisture damage have been recognized as the most prevalent problems on asphalt roads, necessitating large annual expenditures for road maintenance. Much industrial waste is added to bitumen paving to enhance its conventional quality while decreasing the negative impacts on the natural environment and increasing resistance to pavement distress. This research uses ground granulated blast furnace slag (GGBFS) to substitute conventional filler (Portland cement [PC]) in hot mix asphalt (HMA). To determine how the GGBFS affects the HMA's susceptibility to moisture and fatigue cracks, Marshall characteristics, tensile strength ratio (TSR), and index of retained strength (IRS) of the asphalt concrete were evaluated. HMA was prepared with different rates of GGBFS (0, 25, 50, 75, and 100%) instead of PC. The data support the usage of 50% GGBFS in asphalt pavements as a partial replacement of PC, which enhanced Marshal stability by 34.4%, reduced flow value by about 12.9%, and increased TSR and IRS by 11.1 and 14.54%, respectively. The fatigue resistance of the modified asphalt mix at the optimum rate was evaluated with the four-point bending beam test; the fatigue life (Nf) increased by 33.8% relative to the reference mixture. The results obtained from this research hold scientific value for researchers and method designers aiming to enhance the resistance of hot asphalt mixtures to moisture and cracking. Using waste materials as an alternative to PC contributes to cost reduction while mitigating the environmental damages associated with cement manufacturing. To summarize, this research highlights the significance of exploring sustainable options in the construction industry, emphasizing the importance of reducing costs, and minimizing environmental impacts.

Use of Waste Phonolite as Filler Material in Flexible Asphalt Pavements

I In the scope of the study, the use of waste phonolite (PW) obtained from phonolite wastewater formed during the processing of phonolite stone blocks as filler in hot-mix asphalt (HMA) was investigated. For this purpose, samples were produced with 4 %, 5 %, and 6 % PW mineral filler and 5 % limestone (LS) mineral filler. Phonolite supplied as waste was sieved through a sieve no 200 and made ready for use as a filler. HMA specimens were prepared with PW and LS at the rates of 3.5 %, 4 %, 4.5 %, 5 %, 5.5 %, and 6 % bitumen. For each filler ratio, a bituminous hot mix design was made by the Marshall method and optimum bitumen ratios (OBR) were determined. Bituminous hot mixture specimens were prepared based on OBR. Retained Marshall stability (RMS) test, indirect tensile strength (ITS), and moisture damage resistance tests and Marshall stability (MS) test after the freeze-thaw (F-T) cycle was applied to the prepared Marshall samples. The results obtained were evaluated according to the Turkish Highway Technical Specification (HTS). As a result, it was determined that the PW could be used as filler in HMA under low-intensity traffic.

Surface Modification of Recycled Polyester Fiber and Performance Evaluation of Its Asphalt Mastic and Mixture

The use of recycled polyester fiber (Re-PET) partially addresses the scarcity of non-renewable polyester (PET), but its thermal resistance in asphalt mixtures is relatively low. To enhance the reutilization and thermal resistance of Re-PET, it was modified through in situ growth grafting with tetrahedral nanoSiO2. A novel nanoSiO2 hybrid material (SiO2/Re-PET) was successfully prepared, and the effects of the surface modification on the morphology and thermal resistance of the Re-PET were investigated with the examination of its mechanism of modification. The results demonstrated an increase in the surface roughness and specific surface area of SiO2/Re-PET, as well as a higher melting point and structural stability compared to Re-PET. Subsequently, Re-PET and SiO2/Re-PET asphalt mastics under a filler–asphalt ratio of 1.0 were prepared, and their classical and rheological properties were investigated and compared. The results indicated an increase in the softening point and shear strength of SiO2/Re-PET asphalt mastic, as well as a significant improvement in its high-temperature performance. Furthermore, subsequent pavement performance tests revealed a significant improvement in the performance of SiO2/Re-PET asphalt mixtures compared to Re-PET asphalt mixtures. Consequently, the findings of this research promote the recycling of Re-PET, ultimately advocating for the sustainability of pavement construction.

Recycling the Residue of Medical Waste Incineration as a Filler in Asphalt Paving Mixtures

Recycling the Residue of Medical Waste Incineration as a Filler in Asphalt Paving Mixtures

Exploring the Utilization of PHC Pile Waste Concrete as Filler in Asphalt Mastics.

Using solid waste to replace limestone filler in asphalt concrete can not only reduce the cost of road construction, but also improve the utilization rate of solid waste. In this study, PHC pile waste concrete (PPWC) was innovatively used to replace limestone filler in asphalt mixture and its effect on the physical and rheological properties of asphalt mastics was studied. Firstly, PPWC was ground into filler particles with a diameter less than 0.075 mm. The physical properties, particle characteristics and chemical composition of PPWC filler and limestone filler were compared. Asphalt mastics were prepared with different filler-asphalt volume ratios (20%, 30% and 40%) and the physical properties, high-temperature rheological properties and low-temperature cracking resistance of asphalt mastics were tested. The experimental results showed that the surface of PPWC filler is rougher and has lower density and smaller particle size than limestone filler. When the filler content is the same, PPWC filler asphalt mastics have lower penetration and ductility, higher softening point than limestone filler asphalt mastics, and the viscosity of PPWC filler asphalt mastics is more sensitive than limestone filler asphalt mastics. PPWC filler asphalt mastics demonstrated superior high-temperature stability, but poorer low-temperature cracking resistance compared to limestone filler asphalt mastics. In conclusion, PPWC fillers can be used to replace limestone fillers in asphalt mixtures. The finding of this study will provide a new solution for the construction of eco-friendly roads.

Effect of Ceramic Waste Powder on Rutting and Dynamic Modulus of Asphalt Mixture

Abstract: Aggregates, asphalt binder, and mineral filler are blended in appropriate proportions to guarantee the desired characteristics of asphalt. Besides from aggregates and bitumen, the role of filler material in HMA is critical since it affects the mechanical characteristics and serviceability particularly when subjected to wheel load. The current research investigated the effect of Ceramic Waste Powder (CWP) used as filler in terms of rutting, and dynamic modulus of asphalt mixtures when used in different proportions 20%, 40%, 60%, 80% and 100% by weight of Marshall Specimen, and the results were compared to conventional mixture employing stone dust as a filler. The performance testing revealed that the rut resistance increases with the increase in CWP content from 40 % to 60 % in asphalt mixtures and showed 21 %, and 58 % decrease in rut depth value to that of conventional asphalt mixture at 55 ℃ respectively. While dynamic modulus increases as the frequency of the applied load increases from 0.1 Hz to 25 Hz and it decreases when the temperature of the dynamic modulus test increases from 4.4 °C to 54 °C. Higher values of Dynamic Modulus are observed at 21.1°C and 37.8 °C temperature for all frequencies. Therefore, using CWP as filler in asphalt not only increases the mechanical properties of HMA but also be a suitable approach towards reducing ceramic waste pollution.

Research on properties of basalt fiber-reinforced asphalt mastic

A basalt fiber-reinforced asphalt mixture can improve the engineering properties of asphalt pavement and prolong the service life of the road. However, few studies have systematically examined the composition of asphalt mixtures or the optimal ratio of fiber asphalt mastic suitable for different structural types. The effects of fiber content, filler–asphalt ratio, and asphalt viscosity on the properties of fiber asphalt mastic were investigated by orthogonal experiments to explore the reinforcement effect of basalt fiber on asphalt mastic. The optimal ratio of fiber asphalt mastic suitable for gap-graded and dense-graded asphalt mixtures was obtained by the fuzzy comprehensive evaluation (FCE) method. Meanwhile, the reinforcement effects of bundled basalt fiber (BBF), flocculated basalt fiber (FBF), polyester fiber (PF), and lignin fiber (LF) on asphalt mastic were compared and analyzed based on the optimal ratio of FBF asphalt mastic. The results showed that the optimal fiber asphalt mastic ratio suitable for gap-graded and dense-graded asphalt mixtures were that fiber content, filler–asphalt ratio, and asphalt viscosity were 3%, 1.8, and 1.1 Pa·s and 2%, 1.0, and 0.7 Pa·s, respectively. Analyzing the properties of different types of fiber asphalt mastic revealed that FBF could effectively enhance the high-temperature rheological properties and low-temperature tensile properties of asphalt mastic compared with other fibers. FBF asphalt mastic improved the asphalt rutting factor by more than four times. The tensile fracture energy of fiber asphalt mastic was more than three times that of the corresponding asphalt. The reinforcement effect of BBF was poor; it was recommended to be broken up before use.

Stiffening effects of LFS slags reused as filler in asphalt mixtures

Nowadays, the use of Ladle Furnace Steel (LFS) is spreading in the field of asphalt pavements. LFS are generally used as filler in Hot Mix Asphalt (HMA). The main purpose of this study is to analyse and understand the role of LFS characteristics on the possible stiffening effects of asphalt materials. Different characteristics of LFSs, such as particle size distribution, specific surface area (SSA), chemical and mineralogical properties were evaluated in addition to the performance of HMAs on different scales (mastic and HMA). One type of LFS, one standard limestone and their blends were mixed with two different asphalt binders, one pure and one 3.5% Styrene–Butadiene–Styrene (SBS) cross-linked modified. The results showed no significant correlations between the physical properties of the LFS and the performance levels of the HMAs, but it was pointed out that the LFS content in the filler blend should not exceed 30%.

Upcycling waste phosphogypsum as an alternative filler for asphalt pavement

Mineral fillers are an essential component of asphalt concrete. Significant amounts of mineral fillers are used in constructing asphalt pavement. However, mineral fillers are an important non-renewable natural resource which needs to be preserved. In addition, the production of mineral fillers also consumes much energy and affects environment negatively. This study set out to explore the feasibility of upcycling waste phosphogypsum as an alternative filler for asphalt concrete. The phosphogypsum was first pretreated at 60, 160, and 800 °C, and the crystalline phase of phosphogypsum was evaluated by X-ray diffraction (XRD). Phosphogypsum with three crystalline phases and limestone powder were then mixed with base asphalt binders to prepare asphalt mastic at the filler-asphalt ratio of 1:1 at 150 °C. The chemical structural changes and thermal stability features of phosphogypsum asphalt mastic were analyzed using Fourier transform infrared spectroscopy (FTIR) and thermogravimetry (TG). The viscoelasticity, high-temperature performance, and fatigue characteristics of different asphalt mastics were measured by frequency sweep, multiple stress creep and recovery (MSCR), and linear amplitude sweep (LAS), respectively. The results indicate that phosphogypsum had different crystalline phases after pretreatment at different temperatures. The addition of phosphogypsum as fillers in asphalt is mainly a physical hardening effect. The 600 °C residual mass ratio of asphalt mastic prepared from phosphogypsum pretreated at 60, 160, and 800 °C was 53.9%, 56.2%, and 58.6%. As the temperature increased, the different crystallized water states in phosphogypsum were decomposed. The replacement of mineral powder with phosphogypsum can improve the high-temperature properties of asphalt mastic and the percent recovery (R), while the nonrecoverable creep compliance (Jnr) was reduced. At the extremely high-temperature of 70 °C, the improvement of the high-temperature performance of phosphogypsum asphalt mastic is more evident than that of 46 °C. Furthermore, the addition of phosphogypsum also reduced the fatigue life of asphalt mastic. This study is expected to paving the road for the upcycling of waste phosphogypsum as an alternative filler in asphalt pavement.

Microwave Sensitivity Enhanced Asphalt Mastic with Magnetite Powder and Its Performance after Microwave Heating

Microwave heating technology is a promising method for asphalt pavement maintenance and de-icing; however, it requires the material to have a good microwave-absorbing ability and can also result in asphalt aging. It is therefore important to develop microwave-sensitive materials used for asphalt pavement maintenance and study the effects of microwave heating on asphalt aging. This study evaluates the electromagnetic characteristics of limestone powder and magnetite powder and explores the influence of microwave heating on the high-temperature rheological and fatigue properties of microwave sensitivity enhanced asphalt mastic with magnetite powder. A vector network analyzer was used to measure the electromagnetic characteristics of limestone powder and magnetite powder. The magnetite filler asphalt mastics were prepared and subjected to microwave heating for 1 h, 2 h, 3 h, and 4 h. Temperature sweep tests, frequency sweep tests, and linear amplitude sweep (LAS) tests were conducted for magnetite filler asphalt mastics before and after microwave heating. LAS experimental results were analyzed based on viscoelastic continuum damage (VECD) theory. The results show that magnetite powders have better electric field energy storage ability, higher dielectric loss and magnetic loss, and better microwave heating efficiency. The complex shear modulus (G*) and rutting factor (G* × (sin δ)−1) rapidly decrease with the increase in temperature, indicating that the mastics’ ability to resist deformation decreases sharply. The longer the microwave heating time for magnetite filler asphalt mastics, the faster the high-temperature rheological properties decreased as the temperature rose. The fatigue life of magnetite filler asphalt mastics significantly decreases with the increase in strain and microwave heating time. It is suggested to add anti-aging agents into asphalt materials to reduce the aging effect in the process of microwave heating. This study provides a reference for the application of microwave heating technology in asphalt pavement maintenance.

Effect of Locust Bean Pod Ash as Filler on Hot Mix Asphalt Mixtures

At present, the conventional sources for mineral filler in asphaltic concrete mixes are the chemical element of lime, cement, quarry dust and fly ash which has some health hazards. This study presents a laboratory investigation on the effects of locust bean ash as filler in Hot Mix Asphalt (HMA) production for a wearing course in order to find a cost-effective, environmentally friendly and less hazardous alternative to the traditional mineral filler of cement or lime. A total of 90 trials of bituminous mixtures with two types of mineral filler (locust bean ash and ordinary Portland cement) at 4 loading rates of 0, 2.5, 5 and 10% were evaluated for mechanical (strength) and workability performance properties according to standard asphalt mix Marshall Method of design. The Marshall stability, flow, density and void properties were developed for each mineral filler contents and the corresponding optimum binder content were determined for the general specification for roads and bridges in a subtropical region. The 2.5% for the two types of mineral filler was found to produce best performance of the HMA at optimum binder content of 5.5%. Also, the use of locust bean ash was found to be hazardous-free. Similarly, mineral filler from biomass was found to be advantageous for use as mineral filler source in asphalt mix production. Its application in the subtropical region where the biomass wastes are mostly abundant was recommended for HMA.

The Effect of GFRP Powder on the High and Low-Temperature Properties of Asphalt Mastic

Glass fiber reinforced polymer (GFRP) is the main composite material used in wind turbine blades. In recent years, zero-carbon energy sources such as wind power have been widely used to reduce carbon emissions, resulting in a large amount of waste GFRP, and causing serious environmental problems. To explore efficient ways to recycle waste GFRP, this study explores the impact of adding GFRP powder (nominal maximum particle size ≤ 0.075 mm) on the high and low temperature properties of asphalt mastic. Samples of GFRP asphalt mastics were prepared with filler-asphalt mass ratios of 0.01:1, 0.1:1, 0.8:1, and 1:1, as well as two control samples of limestone filler asphalt mastics with filler-asphalt mass ratios of 0.8:1 and 1:1. The study analyzed the effect of GFRP on the asphalt mastic's performance using temperature sweep, MSCR, and BBR tests. Results showed that the presence of GFRP improved the high-temperature resistance and recovery of asphalt mastic but led to decreased low-temperature crack resistance. The results suggest that GFRP has the potential to be used as a filler in asphalt mastic, with a recommended filler-asphalt mass ratio range of less than 0.8:1 for optimal low-temperature performance. However, further research is necessary to determine the optimal content of GFRP in asphalt mastic and to study its impact on other road performance metrics.

Experimental Evaluation of Rutting Resistance of Sugar Cane Bagasse Ash Modified Asphalt Mixture

Abstract: Bagasse ash (BA) was used as filler in hot mix asphalt. Mineral fillers in asphalt concrete mixes have a significant influence on asphalt concrete performance. Although mineral filler is just a minor percentage of the total performance of asphalt concrete, it plays a critical function. Bagasse Ash (BA) was utilized as a filler ingredient to test and assess the performance of asphalt concrete. BA was used in variable ratios to replace Stone Dust (SD) in road construction. Filler was used in varying quantities (4%, 5.5%, and 6.5%). Furthermore, BA is used to replace the traditional SD filler in partial replacements of 10%, and 20%, as well as full replacement of SD. The Marshall Mix Design Method was used with three different amounts of bitumen, namely 4%, 4.3%, and 4.6%. By using National Highway Authority’s (NHA) general criteria for Optimum Binder Content, a total of 108 samples were produced. The prepared mixes showed good outcomes, and the majority of them passed the NHA's main requirements. Some of the mixtures do not meet the VMA and VFA requirements given in MS-2 Asphalt Institute 2014. Two forms of performance testing are the Dynamic Modulus Test and the Wheel Tracking. A total of twelve OBC samples are evaluated for wheel tracking and dynamic modulus. Bagasse Ash has been tested in the lab and found to be capable of being used as filler in both partial and full replacement of conventional stone dust filler.

Utilization of Construction Waste Recycled Powder as Filler in Asphalt Concrete.

Processing construction waste into aggregate and reusing it in asphalt pavement is beneficial in terms of environmental protection and resource utilization. However, recycled aggregate (RA) possesses some property defects. Therefore, RA usually needs to be strengthened by modification technologies prior to use. In order to promote the convenient and low-cost utilization of construction waste, a new method of preparing construction waste into powder and using recycled powder (RP) as asphalt filler is proposed in this research. The property defects of RA and the applicability of RP used as filler were first analyzed based on their material characteristics. Then, asphalt concrete with RP was designed according to the Superpave method, and the engineering performance of the asphalt mixture was further investigated. According to the results, we recommend the use of acidic RP in combination with other highly alkaline fillers, such as Portland cement (PC), with a suitable blending ratio of RP to PC of 1:1. Preparing asphalt concrete with filler composed of RP and PC can achieve satisfactory engineering performance.

Predicting Dynamic Properties of Asphalt Mastic Considering Asphalt-Filler Interaction Based on 2S2P1D Model.

The relationship between the various phases of asphalt materials, from asphalt binder to mastic and mixture, has received great attention over the years, with efforts being made to establish linkages among these phases. Many methods for predicting the rheology properties of asphalt mastics from those of asphalt and filler volume fractions exist. However, most prediction methods are based on an empirical formula and on the micromechanical model. Very few research studies focus on the constitutive model. In addition, relatively little research has explored the influence of asphalt–filler interaction on mastic’s rheology properties, which is believed to be an important factor. In this study, the 2S2P1D (two springs, two parabolic elements, and one dashpot) model was applied to link the behavior of asphalt binder, filler volume fraction, asphalt–filler interaction and asphalt mastic. First, the interaction between asphalt and filler was evaluated, and the interaction parameter C of the Palierne model was used as an assessment indicator to calculate the effective filler volume fraction of asphalt mastic. Then, the relation between the 2S2P1D model parameters of asphalt mastic and those of asphalt binder and the effective filler volume fraction was analyzed. Finally, a simple relationship associating the 2S2P1D model parameters , of mastic and that of asphalt binder and the effective filler volume fraction was developed. The proposed expression was validated, and the result showed that it was an efficient model for the shear complex modulus prediction of virgin asphalt mastic.

Thermally Treated Waste Silt as Geopolymer Grouting Material and Filler for Semiflexible Pavements

Considering the future shortage of natural aggregates, various researchers have promoted the recycling of by-products into various asphalt pavement types. This paper promoted a double-recycling technique, where thermally treated waste silt was used as a filler for the bituminous skeleton and grouting material of a geopolymer-based semiflexible pavement. Semiflexible pavements (SFP) inherit the flexibility of common asphalt pavements and simultaneously benefit from the rigidity of cement concrete pavements. For this purpose, waste silt obtained from a local asphalt plant was thermally treated at 750 °C and was used as the filler to produce the porous skeleton. Two different materials, including conventional cement-based and a geopolymer-based cement, were used as the grouting material. The geopolymer grout was produced by mixing metakaolin (MK), potassium-based liquid hardener and calcined silt as filler. The porous and grouted samples were characterized in terms of indirect tensile strength (ITS), the indirect tensile strength modulus (ITSM) and moisture sensitivity. The use of thermally treated waste silt as filler in porous asphalt demonstrated promising results and was comparable to the control samples produced with limestone as the filler. However, the control samples grouted with cement-based material outperformed the geopolymer grout in all aspects. Moreover, the addition of calcined silt improved the low-temperature fatigue performance of porous and grouted asphalt pavements.

Optimization of SFCC as Mineral Filler in Asphalt–Concrete Mixture Using Combined Methods of Taguchi and PCA

Spent fluid catalytic cracking (SFCC) is an industrial waste from oil refineries that is increasing nonstop in Vietnam and many places globally, and needs to be recycled. However, SFCC has various compositions depending on the fluid catalytic cracking (FCC) types and additives in the petroleum-refining industry. Thus, an experimental optimization procedure is needed to find the optimum addition of SFCC as a filler powder for asphalt–concrete mixtures. For this requirement, the study objective was an optimization procedure based on Taguchi parameter design employing an MMDC parameter. MMDC, developed using a robust multivariate statistical method called principal component analysis (PCA), is a representative parameter of required performance quality proposed by the Marshall mixture design. The Marshall mixture design was used to verify the asphalt–concrete mixture in which SFCC filler partly replaced traditional limestone (LS) filler. The effect of LS filler rate on mixture characteristics was used to determine the required range of values of MMDC. Also, Marshall characteristics based on various SFCC filler rates verified the optimum methodology result. The confirmation experiment results showed that the approach could find an optimum case with advantages in reducing asphalt binder content in the mixture and the number of specimens in the laboratory. Furthermore, the experimental results indicated that SFCC filler could enhance the Marshall characteristics of an asphalt–concrete mixture.