Porous Asphalt Mix Research Articles

Introducing the rubber plate impact method: a versatile alternative to close proximity test for tire-pavement noise characterization on asphalt highways

Despite its widespread use, the close proximity (CPX) test for tire-pavement noise is limited to existing pavements, posing challenges for timely and effective corrections of noisy pavements. Additionally, the CPX test entails significant procurement and operation costs. Addressing these issues, this study introduces the rubber plate impact (RPI) method as a simple experimental technique for assessing tire-pavement noise in both laboratory and field settings. The RPI test utilizes the folding motion of the treaded rubber plate on the road surface to simulate air pumping and tread impact noise as two main contributors to tire-pavement noise. Indoor RPI tests on asphalt concrete samples of dense graded asphalt and porous asphalt mixes revealed dominant effects of air void content and associated surface texture on the level of noise. The RPI testing procedure was verified at 17 highway test sections, where both CPX and RPI tests were conducted for comparison. Multiple linear regressions between RPI and CPX data were analyzed to propose CPX prediction models at different speeds (80, 100, 120 km/h), and the performance of these prediction models was validated with independent noise datasets collected from four different highway routes. The findings suggest promising prospects for the RPI test as a cost-effective and versatile alternative to CPX for tire-pavement noise characterization on asphalt-surfaced roads, with implications for road materials design and noise mitigation strategies.

Optimizing porous asphalt mix design for permeability and air voids using response surface methodology and artificial neural networks

Easy infiltration of grouting material in Porous Asphalt Mixture (PAM) is one of the crucial phases in the construction of semi-flexible pavement (SFP). The gradation and compaction primarily influence the pores and their arrangement in PAM, which affects the air voids and permeability of porous mixes and effectiveness of slurry infiltration. Complexity of gradation and compaction makes it very difficult to predict air voids and permeability in PAM. Statistical analysis of these parameters based on experimental data requires very high volume of samples which is missing in literature. Compaction effort has been kept constant in most of them which otherwise is important for stability. Also, machine learning models to predict mix design of PAM has not been explored. This study investigates the PAM using systematic experimentation and modelling approaches such as Response Surface Methodology (RSM) and Artificial Neural Networks (ANN) to establish new and low trial-based guidelines for establishing a relationship between air voids and permeability greater than 0.12 cm/sec, while ensuring the stability of the mix. Using a Simplex Lattice design approach, five distinct types of aggregates were utilized as input variables and twenty-six PAM mixes were generated, which were subjected to 5 compaction levels. A total of 260 mixes were tested and then models were prepared based on RSM and ANN, which considered two output variables: air voids and permeability. RSM and ANN models demonstrated strong agreement between predicted values and actual experiment outcomes. It is observed that optimal permeability in PAM is achieved by adjusting aggregate proportions based on compaction levels. Proportion limits for low compaction suggested 60–70 % coarse aggregates and up to 20 % fines. For higher compaction (25–75 blows), it is recommended to increase the coarse aggregates up to70–90 % and limit fines up to 10 %. All proposed limits satisfied minimum permeability criteria (> 0.12 cm/sec) while ensuring the stability of the mixes. The proposed modelling approach offers greater efficiency and accuracy and reduces trial batch time, minimizing the need for destructive experiments and material wastage.

Development of prediction model for structural behavior and gradation of porous asphalt pavement

This study is aimed at developing prediction model for structural behavior of Porous Asphalt Pavement (PAP) using ABAQUS software and also developing ANN (Artificial Neural Network) model to predict void percentages in Porous Asphalt mix gradations. Data from the past literatures were used to analyze various mixing parameters affecting the properties of Porous Asphalt gradation mixes. The study analyzed PAPs using KENPAVE software. The findings indicated that fewer allowable repetitions to fatigue and rutting failures were observed for thinner Porous Asphalt Concrete (PAC) layer thicknesses. This suggests that thicker PAC layers may offer better resistance to fatigue and rutting failures in pavement systems. The study found that the nature of subgrade material significantly influenced the rutting performance of PAP systems. Specifically, clayey soils exhibited a 77.74% reduction in the design life of the pavement compared to gravelly soil subgrades. This highlights the importance of considering subgrade characteristics in pavement design and construction to optimize pavement performance and longevity. Higher contact pressures resulted in higher tensile stresses at the bottom of PAC layer which in turn reduced the fatigue life of PAP. The findings from ABAQUS analysis indicated that an increase in the void percentage in Porous Asphalt Concrete (PAC) mixes led to a significant increase in horizontal tensile strain at the bottom of the PAC layer, with a 12.3% increase observed. Additionally, there was a noticeable increase in tensile strain for a PAC mix with 28% voids compared to a mix with 16% voids. This suggests that higher void percentages in the PAC mixes can potentially enhance the flexibility and deformation resistance of the pavement structure, which may contribute to improved performance under various loading conditions, hence leading to 92.8% reduction in allowable load repetitions to fatigue failure.The study further revealed that an increased void percentage in Porous Asphalt Concrete (PAC) mixes resulted in a decrease in vertical stress and deflection in the PAP system. However, no significant effect on the allowable repetitions to rutting failure was observed. This suggests that higher void percentages may lead to better load distribution and reduced vertical stresses within the pavement structure, contributing to improved performance in terms of stress and deflection.Moreover, Asphalt Pavement mixes were compiled to develop an Artificial Neural Network (ANN) prediction model. The results demonstrated good conformity between predicted and actual data, with a mean square error of 0.109 and a coefficient of correlation of 0.994. This indicates that the ANN model accurately predicts pavement performance based on the compiled asphalt pavement mixes, providing a valuable tool for pavement design and analysis.

Investigation of the effect of sediment clogging on the hydraulic conductivity of porous asphalt mixes using CFD and DEM methods

This study investigated the impact of sediment clogging on the hydraulic performance of porous asphalt (PA) pavements using a novel numerical approach combining the discrete element method (DEM) and computational fluid dynamics (CFD). In particular, image analysis techniques captured the morphology of real aggregates for the 3D appearance information. Then, the information was used to reproduce aggregates and their gradation in asphalt mixes using DEM, including sediments causing clogging of the PA. The samples in the DEM were transferred to CFD for hydraulic performance simulation. DEM samples were prepared with air voids content of 20% and 25%. Clogging particles with different sizes of 0.5 mm and 0.75 mm were used. The study found that clogging particles can move to deeper layers of the PA pavement but have a high potential to be trapped in upper layers and cause clogging issues in the top 5 mm and middle-to-bottom sections. Due to surface clogging, the air voids content for the 20% porosity PA sample was reduced by approximately 2% on average, whereas up to 7% reduction in air voids content was observed for the 25% PA sample. This led to 37.35% and 42.7% reduction in hydraulic permeability, respectively. The reduction in air voids content below 10 mm from the surface is negligible (0.3–0.7% reduction). Due to the clogging development inside the pore structure, the surface runoff on the top of the sample increases by 8.1% for the 20% air voids asphalt sample case and 37.5% for the 25% voids sample.

Porous Asphalt Mix Design Pavement by Incorporating a Precise Proportion of Recycled Coarse Aggregate

Porous Asphalt Mix Design Pavement by Incorporating a Precise Proportion of Recycled Coarse Aggregate

Effect of mineral fillers on epoxy-modified open-graded porous asphalt durability

ABSTRACT Epoxy-asphalt (EA) attracted the attention of road authorities in many countries as a solution for open-graded porous surface layers with enhanced durability and longevity. This research presents an experimental programme to assess the durability of epoxy-modified open-graded porous asphalt (EMOGPA) mixes, emphasising the effects of the reactivity of two mineral fillers on mixes containing various EA proportions. Results indicate that the EMOGPA mixes have shown a high sensitivity to the conditioning time before compaction (aka. preconditioning). The materials produced exclusively by EA are the most sensitive to preconditioning, reducing their water and ravelling resistance with increased preconditioning time lengths. The number of gyrations has also been proven as an efficient quantity of the compaction effort required to reach the target mix properties. Moreover, the proportional increase of EA in mixes led to substantially improved durability. Hydrated lime in epoxy-modified asphalt mixes also affected their mechanical response. The indirect tensile strength and toughness of EA mixes were higher than other mixes, while mixes with limestones were stronger and tougher than those with hydrated lime. This attribute reflects the positive contribution of apolar fillers to strengthen and toughen the EA mixes.

Effects of freeze–thaw cycles on micro and meso-structural characteristics and mechanical properties of porous asphalt mixtures

Abstract Porous asphalt concrete (PAC) have a typical big void-skeleton structure, and porous asphalt mixtures with large voids are more prone to freeze–thaw damage. As a result, research on the influence of freeze–thaw cycles on the micro-structure and mechanical characteristics of porous asphalt mixes offers a theoretical framework for overcoming water stability concerns in porous asphalt mixtures in practice, as well as for further popularization and application. In this study, styrene–butadiene–styrene (SBS)-modified asphalt and high viscosity modified asphalt were constructed on the basis of the original asphalt, and the mix proportions of asphalt mixes PAC-13, AC-13, and SMA-13 were designed. To begin, molecular dynamics simulations were used to look into the effects of freeze–thaw cycles on asphalt–aggregate interface adhesion and mixture micro-mechanical properties. Second, the effects of freeze–thaw cycles on the void characteristics of porous asphalt mixtures were explored utilizing digital image processing technologies. Finally, the freeze–thaw split test was utilized to evaluate the macroscopic mechanical properties of a porous asphalt mixture after freezing and thawing cycles. According to the study findings, high viscosity modified asphalt made with 4% SBS/8% TPS has the greatest performance. The application of SBS/TPS-modified asphalt can considerably improve the damage resistance of porous asphalt mixes. The micro-structure and mechanical qualities of porous asphalt mixtures are damaged by freeze–thaw cycles, and the damage gets worse as the number of cycles rises. The study’s conclusions provide a theoretical justification for the application of porous asphalt pavement.

Bio-polymer modified bitumen

Bitumen is a key constitutive material in asphalt pavements. It binds together the rock scaffolding of a pavement. Bitumen provides asphalt pavement with flexibility and enables it to respond to traffic loading and return to its original condition after the loading, i.e. bitumen restores/repairs the damage. In Porous Asphalt (PA) or Stonemastic Asphalt Mix (SMA) asphalt mixtures, due its open graded structure, bitumen modifiers are used to improve or restore bitumen physical and mechanical performance. Traditionally bitumen modifiers are made with products of crude oil, such as: ethylene vinyl acetate (EVA) copolymers and styrene–butadiene–styrene (SBS). As crude oil production declines and the environmental and financial costs of crude oil extraction increase, there is a need to identify environmentally sustainable alternatives to use in bitumen. Bitumen modifiers generated from biological sources offer an environmentally friendly and economically viable alternative to crude oil based bitumen modifiers. This paper describes how PHBV (poly-3-hydroxybutyrate-co-3-hydroxyvalerate), a bio-based co-polymer, might be used as an alternative bitumen modifier. The effect of PHBV on 70/100pen was investigated for this paper. The chemical and physical effect of the PHBV on the bitumen performance was investigated using Gel Permeation Chromatography, Fourier Transformed Infrared Spectroscopy, Differential Scanning Calorimetry, microscopic imaging and Dynamic Shear Rheometer tests. The results indicate that PHBV has significant potential as a bitumen bio-polymer modifier.

Effect of Aggregate Proportion and Skeleton on the Strength of Porous Asphalt Mix

Investigating the skeleton behaviour of dry aggregates and the characteristics Of Indirect Tensile Strength (ITS) of various open-graded bands is the prime focus of this study. The skeleton band has an impact on mechanical characteristics. To make porous asphalt mixes’ skeletal strength greater, aggregate proportion studies are necessary before evaluating its performance. So, the current research on how the gradation band behaves concerning aggregate proportions is studied in this paper. The coarse and fine aggregate percentages on the gradation that affect tensile strength values vary in this paper. The coarse content effect on the ITS value lower side and fine proportion on the gradation significantly affect and indicates the compacted sample’s binding property. In this paper, different couple conditions also effect the ITS values. The porous asphalt mixture’s main mote is to improve air void content and drainage facility while improving durability and strength parameters.

Study on compaction characteristics and mechanical performance deterioration of large stone porous asphalt mixes

Large stone porous asphalt mixes (LSPM) have advantages in promoting pavement performance, including cracking resistance, rutting resistance, and moisture susceptibility. Engineering practice demonstrates that performance degradation is crucial and has an impact on the durability and service life of asphalt pavement. Therefore, this paper aims at investigating the damage characteristics of LSPM as well as proposing the corresponding control methods. Firstly, a simulation device is designed to carry out the temperature cooling testing of LSPM in the laboratory. Then, the variation of air void contents in LSPM was analyzed with different testing temperatures, loading times, and freeze–thaw cycles. LSPM macro-mechanical strengths and cracking resistance were measured during freeze–thaw cycles. The outcome demonstrates that different sections cool at various rates and for varying lengths of time. The effective compaction time and compactness are directly related to the ambient temperature. Paving at medium and high temperatures is an efficient way to increase the compactness of LSPM. The testing temperature, loading time, and freeze–thaw cycles have significant influences on the change of air void contents, while the influence of load strength is low. The penetration shear strength decreases as the number of freeze–thaw cycles increases, and the change trend gradually decreases. Freeze-thaw cycles will lessen the anti-cracking performance of LSPM. Strictly regulating construction parameters, air void content, and drainage conditions could increase the LSPM asphalt pavement's durability and service life. The change in pore structure composition is the primary factor influencing the damage performance of LSPM.

Feasibility study and mix design of porous asphalt with waste plastics

Internationally, sustainability is an urgent need in the construction field, and the use of waste material in highway construction is progressively encouraged to save the environment. The pollution to the environment is huge as a result of the too much use of polythenes in regular life. Because polythenes are not biodegradable, the present need is to use waste polythene for productive purposes. In urbanised India, multi-story both commercial and residential buildings are constantly being built, which greatly increases the demand for water supplies. Urban flooding is one of the major problems we face every monsoon now a days this leads to the loss of life and damage to the property. Engineers from the public works department can incorporate buildings with porous asphalt parking lots, which would rehydrate the country's overused aquifers. In order to overcome the plastic pollution, urban flooding and recharge ground water, we propose to produce porous asphalt with waste plastic pavements instead of dense graded pavements. In this present paper it is proposed to develop techniques that could use plastic waste with porous asphalt for the construction purpose of roads and parking lots to control plastic pollution and urban flooding. Porous asphalt mix was prepared in combination with waste plastic and assesses for various characteristics to facilitate water flow through mix, sustain loading and wear and tear. The test results showed that shredded plastic waste in combination with asphalt could facilitate permeability, aggregate bonding, stability, and wear and tear as that of a neat porous asphalt.

Applications of Synthetic, Natural, and Waste Fibers in Asphalt Mixtures: A Citation-Based Review.

The utilization of synthetic, natural, and waste fibers in asphalt mixtures is constantly increasing due to the capability of fibers to improve the mechanical performance of asphalt mixes. The combination of fibers in asphalt mixes contributes to ecological sustainability and cost benefits. The objective of this paper is to introduce a citation-based review on the incorporation of synthetic, natural, and waste fibers in bitumen, dense-graded asphalt mix, stone mastic asphalt, and porous asphalt mix. Additionally, this article aims to identify research gaps and provide recommendations for further work. The outputs of this article demonstrated that there has recently been a growing interest in the use of natural and waste fibers in asphalt mixtures. However, more future studies are needed to investigate the performance of fiber-modified stone mastic asphalt and porous asphalt mix in terms of resistance to aging and low-temperature cracking. Furthermore, the period of natural fibers' biodegradability in asphalt mixtures should be investigated.

Influence of polymeric molecular chain structure on the rheological-mechanical behavior of asphalt binders and porous asphalt mixes

This manuscript reports on two Styrene-Butadiene-Styrene (SBS) polymeric molecular chains so-called 1101AT and D0243, used to modify a 50/70 pen grade neat asphalt binder sample, generating the matrixes 60/85 E and Highly Modified Asphalt (HiMA), respectively. Some research gaps still exist and need to be investigated further, principally on why and how these distinct molecular chains influence the rheological-mechanical behavior of the asphalt binders and asphalt mixes, even pertaining to the same polymeric group. Dynamic Shear Rheometric (DSR) analyses describe the rheological spectra of the binder samples, considering the dynamic stiffness modulus in the complex plane |G*|. Porous asphalt mixes were evaluated considering the French formulation methodology and the following aspects: compaction ability, deleterious action of water, seepage speed and resistance to rutting. The results obtained indicate that HiMA matrix presented superior long-term rheological and mechanical behavior compared to 60/85 E, due to the more elaborate polymeric chain being associated to a bituminous matrix with rheological spectra providing less thermal and kinetic susceptibility, although its highest dynamic viscosity implies little reduction in the air void content and, consequently, lower seepage speeds to the porous asphalt mixes, but greater rutting resistance.

A High Proportion Reuse of RAP in Plant-Mixed Cold Recycling Technology and Its Benefits Analysis

The concept of the “no-waste city” has focused increasing attention on the recycling of solid waste. One such waste is reclaimed asphalt pavement (RAP), which is generated during road maintenance. The potential to reuse this resource has attracted extensive attention in recent years. This paper explores this concept via a case study of the reconstruction of two sections of the Beijing-Taipei Expressway (from Bengbu to Hefei, sections K69–K69 + 500 and K69 + 500–K69 + 900). The upper base layer of one section was paved with a novel mixture of emulsified asphalt, mixed with a high proportion of RAP made using plant-mixed cold recycling technology (EAPM-HPRAP). For comparison, the upper base layer of the other section was paved with a conventional large-stone porous asphalt mix (LSPM). The proportions of the components of EAPM-HPRAP were optimized via laboratory-based proportioning design followed by proportioning verification. The results showed that the high-temperature stability, water damage resistance and pavement strength of the EAPM-HPRAP met the specifications of relevant engineering standards. Next, the economic and environmental benefits of this novel approach were estimated. The approach was estimated to save CNY (China Yuan) 1.5–1.8 million in engineering costs per km of road (roadbed width = 27.5 m) and CNY 158–189 million for the whole project (105 km in length). It was also estimated to reduce energy consumption equivalent to 67.41 tons of standard coal per km. Further calculations showed that every km of pavement could reduce CO2 emissions by 176.6 tons, SO2 emissions by 0.6 tons, NOX emissions by 0.5 tons, ash emissions by 17.6 tons and soot emissions by 1.0 tons compared with conventional methods. For the whole road section, this is equivalent to reducing CO2 emissions by 18,543 tons, SO2 emissions by 60.2 tons, NOX emissions by 52.5 tons, ash emissions by 1848 tons, and soot emissions by nearly 105 tons. In summary, it is feasible for EAPM-HPRAP to be used as the upper base layer in highway renovation projects. It reduces the need to mine new ores and allocate land to RAP storage, which is associated with soil and water pollution due to chemical leaching from aged asphalt. This approach provides great economic and environmental benefits compared with the use of conventional pavement technology.

Effect of reactive ethylene terpolymer modification on bitumen’s microstructure, rheology, and porous asphalt mix properties

ABSTRACT The specific objective of this study was to investigate the effect of reactive ethylene terpolymer (RET) modification on bitumen properties at the nano and macro scales, as well as on porous asphalt (PA) mix properties. Measurements using the dynamic shear rheometer (DSR) and the bending beam rheometer (BBR) showed that RET modification of bitumen significantly improved the high-temperature properties, while intermediate- and low-temperature properties were similar to the base bitumen. The linear amplitude sweep (LAS) test conducted using the DSR showed that RET modification improved fatigue resistance. Consequently, chemical analysis and PeakForce™ Quantitative Nano-Mechanical™ (PF-QNM) atomic force microscopy (AFM) imaging were used to evaluate the microstructure and nanomechanical properties of the polymer modified bitumen (PMB) and the base bitumen before and after long-term ageing. The chemical analysis provided useful insights that complemented and helped to explain the AFM and rheology tests. The AFM results supported the LAS test findings in showing that RET modification improved the resistance of aged bitumens to cracking. The results of testing the PA mix showed significant improvements in moisture damage and ravelling resistance due to RET modification.

Utilization of porous asphalt material in road construction for reducing the vehicular noise

All over the world the growth in traffic volume particularly in urban area has become serious concern. As a result, the traffic congestion is increasing and subsequently noise pollution is also increasing. It has been observed that major part of urban roads are constructed with asphalt pavement and the surface of this type of pavement is impervious in nature. Sound produced from traffic cannot be absorbed by the conventional impervious surface. The present study focuses on such solution so that the noise pollution produced by traffic can be reduced. Pavement made by porous asphalt material is a type of pavement which possesses permeable surface. Various roads of Agartala city of Tripura have been selected for conducting study on noise pollution produced by traffic and it is observed that in Old Motor Stand road, value of noise on conventional asphalt pavement (CAP) is 101.05 dB(A) and 92.10 dB(A) in day and night time respectively. The level of noise in other roads is also considerably higher than the standard limit. In this study, stone aggregates have been coated with plastic material (LDPE) at different percentages of 0.25%, 0.5%, 0.75% and 1% for the preparation of porous asphalt samples. After conducting Marshall Stability test, it is found that at 0.5% plastic content, porous asphalt mix gives higher stability, which satisfies the MoRTH guideline. Simultaneously it is also observed that the value of noise level is reduced by 4–5% after using Porous Asphalt Material (PAM) at 0.5% plastic content in the stone aggregate. So Porous Asphalt Pavement (PAP) may reduce the noise level and it may be considered as the alternative solution to reduce the noise pollution in urban area.

Effect of bio-rejuvenator on recycled porous asphalt mixes

The significant use of porous asphalt (PA) in many countries makes incorporating reclaimed asphalt pavement (RAP) from PA into a new PA mix a crucial activity. This paper investigates the effect of different percentages of a bio-rejuvenator (i.e. 0%, 5%, 10%, 15%, and 20%) on volumetrics and mechanical properties of PA mixes containing 20% PA RAP. Ravelling resistance, moisture sensitivity, resilient modulus, and dynamic modulus (DM) were assessed. The mixes’ volumetric properties were driven by the RAP aggregate, not by the level of rejuvenation. The increase in the rejuvenation dosage resulted in improved PA performance. A balanced approach for selecting the optimum rejuvenation level was proposed. The DM results were corroborated with findings from the previously published research using atomic force microscopy (AFM), suggesting that AFM can predict the optimum level of rejuvenation for RAP and provide insights into the rejuvenation mechanisms at the nanoscale.

Characterizing the properties of sustainable semi-flexible pavement produced with polymer modified bitumen

Semi-Flexible Pavement (SFP) is a composite type of pavement produced by manufacturing of porous asphalt mixes using open graded aggregate gradation to create 20-35% of voids filled with grout (cement paste, cement mortar, etc.….). The resulting pavement has the flexibility of asphalt pavement and some strength of concrete pavement. The current study focused on investigation of using widely available (in Iraq) waste material namely Rice Husk Ash (RHA) to replace the Ordinary Portland Cement (OPC) partially in grout, also, using Polymer Modified Bitumen (PMB) to develop Open-Graded Asphalt (OGA) pavement without using cellulous fibre. The study focused on assessment of mechanical properties of the obtained SFP mixes with and without PMB. The results of study showed that using of PMB increased the Marshall Stability up to 100% and indirect tensile strength up to 50%. The Marshall Retained Stability gave about 90% which is quite higher the minimum required limit (70%). The results also revealed that RHA can be used as replacement for the OPC in SFP mixes. All investigated percentages showed satisfactory mechanical properties.

Stability and permeability characteristics of porous asphalt pavement: An experimental case study

The systematic behavior of porous asphalt pavement (PAP) under normal traffic conditions has been studied in detail in the present work. In the first phase, an observation program measured the stability by Marshall Test for all the prepared design mix samples with normal bitumen (60/70). For the permeability test in the second phase of observation, a model is developed in the laboratory on the same falling head permeability test. The maximum permeability reaches 0.394 cm/sec for a fresh sample and 0.245 cm/sec after one year of environmental exposure. The maximum stability was 26.9 kN, and the average value obtained was 21 kN. The present work approach provides effectively reliable results in terms of stability and permeability of porous asphalt mix. The primary goal of this research is to reduce the possibility of floods and increase driver protection during inclement weather. A particular emphasis was placed on the mix ratio differences between aggregates to achieve the desired permeability while maintaining the necessary stability. The findings indicate that the checked sample looked excellent in terms of permeability.

The Effect of Utilizing Fly Ash and Bottom Ash as a Replacement of Mineral Filler in Porous Asphalt Mixtures

In the past decade, porous asphalt pavements have gained popularity as a stormwater best management practice because this unique asphalt can reduce spray and splash in wet weather, consequently reducing hydroplaning and increasing visibility. However, despite porous asphalt benefits, there are still some weaknesses, such as short service life than dense-graded asphalt due to its lower durability and strength. Coal ash is one of the most abundant industrial wastes and may be harmful to living things and human life if disposed of wrongly. The combustion of coal in the furnace in the power plant produces coal ash, consisting of fly ash and bottom ash. Hence, in this research, utilizing fly ash (class F) and dry bottom ash as a replacement of mineral filler to reduce the drainage value and improve the strength of porous asphalt mix was investigated. Laboratory specimens were prepared using 50 blows of Marshall Hammer per side by the Marshall mix design method. The bituminous binder used was performance grade PG 76, which complies with AASHTO Standard M320-02. The percentage of binder content in the range of 4.0% - 6.0% in increments of 0.5% was used to determine the Design Binder Content (DBC). The mix with both ashes was found to be 5 per cent of DBC. The DBC value for both mixtures was then used to evaluate the mixtures’ performance, which went through a binder drainage test, and rutting test. The performance results were then compared with the control porous asphalt mix using mineral filler. The control mixture and both modified mixtures show drain down values of 0.3%, 0.262%, and 0.167%, respectively. The replacement of both materials into the control mixture indicates that fly ash and bottom ash could increase the binder’s heat resistance and efficiently retain the binder in the modified mixtures. Meanwhile, after the completion of 8000 cycles in the rutting test, it could be seen that the rut depth measured for the mix with mineral filler was 1.6mm, 1.93mm for the mix with fly ash, and 2.04mm for the mix with bottom ash. The bottom ash mix’s higher rut depth value is likely due to the bottom ash characteristic with higher unburned carbon content, thus decreasing the strength mix. It is concluded that an investigation between both ashes in porous asphalt has the potential for the road industry in the future, leading to sustainable highway development.