Cd

Chinese Society of Pavement Engineering

International Journal of
Pavement Research and Technology
Journal homepage: www.springer.com/42947

Shear properties of waste glass-asphalt mastics

Ghazi G. Al-Khateeba,b*, Taisir S. Khedaywib, Motaz F. Irfaeyab,c
a Department of Civil and Environmental Engineering, University of Sharjah, Sharjah, 27272, UAE
b Department of Civil Engineering, Jordan University of Science and Technology, Irbid, 22110, Jordan
c Skills Co. for Engineering Services, Al-Khalil, West Bank, Palestine

Received 16 March 2019; received in revised form 6 May 2019; accepted 26 May 2019

Abstract

This study aimed at using waste glass to improve shear properties of asphalt binders. Asphalt-glass mastics were prepared at four glass/asphalt (G/A)
ratios: 0.05, 0.10, 0.20, and 0.30 by volume of asphalt. The Superpave dynamic shear rheometer (DSR) was used to measure the complex shear modulus
value (|G*|) and phase angle (δ) for the control asphalt binder and the glass-asphalt mastics using frequency sweep tests conducted at nine loading frequencies:
10, 5.0, 3.0, 1.78, 1.0, 0.5, 0.3, 0.178, and 0.1 Hz and at a wide range of temperatures: 10, 20, 30, 40, 50, 60, and 70°C. Findings of the study showed that
the waste glass filler improved |G*|/cos δ (elastic part), |G*|sin δ (fatigue parameter), and |G*|/sin δ (rutting parameter) of the asphalt binder by decreasing
δ and increasing |G*| especially at lower temperatures and high frequencies. Consequently, this enhanced the rutting and fatigu e resistance of asphalt binders
and improved the Superpave high temperature performance grade. It was also found that the increase in the ratio of the mix to the control asphalt binder for
any of these parameters and the decrease in the phase angle ratio of the mix to the control asphalt binder were statistically significant (using 0.05 significance
level) at 0.30 G/A ratio. Hence, the glass can be mixed in practice with the asphalt binder to increase its stiffness and therefore the rutt ing resistance and to
improve the asphalt binder’s elastic part as a result of the decrease in the phase angle, which will improve the fatigue resistance.
Keywords: Waste glass; Asphalt binder; Shear properties; Glass-asphalt mastic; Superpave; DSR

1. Background improve and optimize asphalt properties in an effort to enhance

Asphalt binder is used in construction of hot-mix asphalt
pavements in the surface and binder course layers of the pavement.
The asphalt material is a visco-elastic material that has two
components: elastic part and viscous part. The behavior of asphalt
is typically dependent on loading mode and time as well as
temperature.
Asphalt binder composes typically 5 percent of hot-mix asphalt
mixture used for pavement construction. However, its behavior
and properties are very critical and important in optimizing the
performance of asphalt mixture and thus asphalt pavements.
Stiffness and elasticity of asphalt are both targeted for the behavior
of the binder or the mixture. For instance, to produce a high-
resistant rutting asphalt binder or mixture, the stiffness should be
high. On the other hand, for a high-resistant fatigue cracking
asphalt material, the elastic part of the asphalt should be high.
Consequently, researchers in this field have been always trying to
* Corresponding author
E-mail addresses: galkhateeb@sharjah.ac.ae (Ghazi G. Al-Khateeb);
khedaywi@just.edu.jo (Taisir S. Khedaywi); irfaeya@gmail.com
(Motaz F. Irfaeya).
Peer review under responsibility of Chinese Society of Pavement
Engineering.
ISSN: 1996-6814 DOI: https://doi.org/10.1007/s42947-019-0037-9
Chinese Society of Pavement Engineering. Production and hosting by Springer Nature
rutting and fatigue performances of asphalt pavements.
Modifying asphalt binders is becoming a common practice in
asphalt technology that aims to improve the properties of these
materials. When the modification is done by using waste materials,
two goals can be achieved; producing a new product with
improved properties and sustaining a clean environment.
Several researchers studied the effect of modified-asphalt
binders and mixtures on the mechanistic performance and response
analysis of asphalt pavements [1-4]. Other researchers used waste
materials and additives including waste rubber, waste toner, oil
shale ash, medical ash, Municipal incinerated bottom ash (MIBA),
and Nano-silica [5, 6, 7, 8, 9, 10] to improve the properties of
asphalt binders for use in asphalt construction. Furthermore, some
researchers used filler materials [11-13] to improve the properties
of asphalt binders aiming at determining an optimum percentage
of the filler material to be used efficiently for asphalt production.
Mineral filler (material passing No. 200 sieve (0.075 mm)) is
used as part of the aggregate portion in asphalt mixture design at
specific percentages to ensure good workability and stability of the
mixture. In Superpave, the dust proportion (DP), defined as the
effective asphalt binder (percentage by total weight of the mixture)
divided by the filler material passing No. 200 sieve was introduced
to control this important portion in the mixture design at optimum
values. The acceptable range of the DP in Superpave is 0.6-1.2
[14].
308 G.G. Al-Khateeb et al. / International Journal of Pavement Research and Technology 12 (2019) 307-314
A crushed glass was evaluated as a replacement material of a
natural aggregate for the wearing asphalt course used in South
African roads [15]. Based on the mix design results for the wearing
asphalt course with a 9.5 mm nominal maximum aggregate size
under a design traffic level of 30 million ESALs, an optimum
binder content of the glass asphalt mix was 5.1%, which was
similar to the 5.0% optimum binder content of the reference mix.
The results also indicated that the glass asphalt mix fulfilled the
South African criteria. The results of performance-related tests
indicated that the tensile strength and durability properties of the
glass asphalt mix are comparable to the reference mix.
The performance of asphalt concrete mix with crushed glass was
evaluated [16]. The fractional fine aggregate was substituted with
different percentages of crushed glass material of 5%, 10%, 15%
and 20 %. The Marshall design was used to examine the influence
of the optimum asphalt content at different fine glass percentages
and the resistance against water. The results of their study showed
that satisfactory performance of upper asphalt pavement layers can
be achieved by adding glass waste with 10% of the mix.
Millions of tons of solid waste including agricultural, municipal,
and industrial are generated in Jordan. According to a country
report [17], more than 2 millions tons/year of municipal solid
waste (MSW) is generated; 1.5% of this waste is glass. Based on a
guide for waste management [18], glass composes about 4% of
MSW; this is equivalent to tens of thousands of glass per year. This
only includes solid waste collected by municipal authorities or by
the private sector.
In this study, waste glass was used in asphalt binders to achieve
three major objectives: (1) enhancing dynamic shear properties of
asphalt binders, (2) studying the effect of glass filler on rutting and
fatigue resistance of asphalt binders used for pavement
construction, (3) helping authorities to get rid of waste glass by
beneficial use of glass in asphalt production.
2. Methodology
2.1. Materials
The asphalt binder used in this study was the 60/70-penetration
grade binder having a Superpave performance grade of PG 64-10.
This binder is commonly used in construction of flexible highway
pavements in Jordan. The properties of the asphalt binder used in
the study were determined and the results are summarized in Table
1.
The glass filler collected from waste glass was used in this study.
Glass is considered a waste material in Jordan, and therefore
utilizing this material for construction of flexible pavements would
be economical and produce a clean environment.
The glass material was sieved using a mechanical shaker and set
of standard sieves. The material passing sieve No. 200 was
collected. Properties of the glass filler were obtained. These
properties are summarized in Table 2.
2.2. Preparation of glass-asphalt mixes
The asphalt binder was heated in an oven at approximately
150°C for enough period of time to ensure fluidity. The heated
asphalt was poured into a silicone mold (25 mm in diameter) and
allowed to cool down for a specific period of time until it became
solid enough to be removed from the mold. Afterwards, the asphalt
disk was placed between the two plates (the fixed plate and the
oscillating spindle) of the DSR for testing.
Table 1
Properties of asphalt binder (60/70).
Test Result
Penetration 65
Ductility (cm) 106
Specific gravity 1.0003
Flash point (°C) 316
Fire point (°C) 320
Softening point (°C) 54
PG 64-10
Table 2
Properties of glass filler.
Test Result
Specific gravity 2.58
Plasticity index Non-plastic
Angularity 55%
The glass-asphalt mix samples were prepared in the laboratory.
The waste glass filler material was heated in an oven at 150°C for
one hour prior to the mixing process. The asphalt was also heated
at a temperature of 150°C for about 20 minutes to maintain the
same temperature as that of the glass filler. The heated asphalt was
poured in small containers to be ready for mixing with the glass
filler. Mixing was conducted manually by slowly adding the glass
filler to the binder. The mixing process was done using a glass rod
for 15 minutes to ensure good homogeneity and prevent excessive
balling. The glass filler was added in four volume ratios or
fractions by volume of asphalt binder: 0.05, 0.10, 0.20, and 0.30.
The hot glass-asphalt mix was poured into 25 mm silicone molds
to produce the DSR samples. The samples were allowed to cool
down for enough time to be removed from the molds.
2.3. DSR tests of asphalt binder and glass-asphalt mastics
The DSR was used to measure the complex shear modulus value,
|G*| and the phase angle, δ of the asphalt binders and glass-asphalt
mastics at both high and intermediate temperatures. Frequency
sweep tests were conducted at nine loading frequencies: 0.1, 0.178,
0.30, 0.5, 1.0, 1.78, 3.0, 5.0, and 10 Hz and seven test
temperatures: 10, 20, 30, 40, 50, 60, and 70°C.
In the frequency test, a strain-controlled test mode was used in
which a constant sinusoidal shear strain was applied to the sample
using the upper plate of the device. The test procedure is described
in the AASHTO TP5 test method [19]. A strain of 10 percent was
used for the original asphalt binders and the glass-asphalt mastics
according to the Superpave specifications. The thickness of the
asphalt (or mix) sample depends on the test temperature. A 1 mm
thick gap and a 25 mm (diameter) spindle are used at high
temperatures, whereas, a 2 mm thick gap and 8 mm (diameter)
spindle are used at low temperatures.
During the DSR test, the resulting shear stress along with the
time lag between the applied shear strain and the resulting shear
stress were recorded using the Bohlin® software [20] of the DSR.
The time lag represents the phase angle value of the material,
which falls in the range of 0 to 90 for viscoelastic materials such
as asphalt binders.
The |G*| and δ of the asphalt binders and glass-asphalt mastics
were recorded from the DSR data acquisition system at the given
temperatures and frequencies [21]. The complex shear modulus
value can be also computed using the resulting shear stress and the
 G.G. Al-Khateeb et al. / International Journal of Pavement Research and Technology 12 (2019) 307-314 309

applied shear strain. In a similar way, the phase angle can be

computed using the time lag between the applied strain and the
resulting stress. The equations used to compute the complex shear
modulus value and the phase angle are very common and available
in AASHTO TP5 test method [19]. The elastic portion of the
complex shear modulus is called the storage modulus (G), and the
viscous portion is called the loss modulus (G). Both are related to
|G*| by the phase angle. Table 3 below summarizes the testing
matrix of this study.

3. Results and discussion

3.1. |G*| and δ results

Fig. 1. |G*| value versus loading frequency for the fresh asphalt
The glass used in the asphalt binder improved the shear modulus binder.
value for the glass-asphalt mastics compared to the control asphalt
binder at all loading frequencies and test temperatures (examples:
Figs. 1 and 2). Higher loading frequencies and low temperatures
provided higher |G*| values. The |G*| value of the glass-asphalt
mix increased with the increase in the G/A volume ratio at all
loading frequencies and temperatures.
Plotting the |G*| value against temperature for the glass-asphalt
mastics and the control asphalt binder at different loading °

frequencies revealed important findings. Fig. 3 shows this °

°
relationship for the glass-asphalt mix at 0.05 volume ratio. The rate °

of reduction in the |G*| value as the temperature increases was °

smaller at high temperatures and lower loading frequencies than °

that at low temperatures and higher loading frequencies. °

Moreover; at low temperatures, the difference in the |G*| values

between loading frequencies was higher and almost vanished at Fig. 2. |G*| value versus loading frequency for glass-asphalt mix
high temperatures. at 0.20 volume ratio.
The effect of loading frequency on the |G*| value was also
investigated for the glass-asphalt mastics and the control asphalt
binder at the different temperatures. Fig. 4 shows the relationship
between |G*| and loading frequency for the glass-asphalt mix at
volume ratio of 0.20. As the loading frequency increased, the |G*|
value increased as well. However; as the frequency increases, the
rate of increase in the |G*| value was smaller at higher frequencies
and higher temperatures than that at low frequencies and lower
temperatures. In other words, the |G*| value increased rapidly at
lower loading frequencies and then started to stabilize. This
finding was very clear in particular at low temperatures (10C
versus 70C in Fig. 4). Furthermore, the |G*| value differences
between temperatures were significantly smaller at low loading
frequencies than the difference at high loading frequencies as
shown in Fig. 4. Fig. 3. |G*| value for glass-asphalt mix versus temperature at 0.05
volume ratio.
Table 3
DSR testing matrix. °

°
Variable Number Value °
Volume ratio 4 0.05, 0.10, 0.20, and 0.30 °

Asphalt binder 1 PG 64-10 °

Filler material 1 Waste Glass Passing No. °

200 Sieve °

Loading frequency 9 0.1, 0.178, 0.30, 0.5, 1.0,

(Hz) 1.78, 3.0, 5.0, and 10
Temperature 7 10, 20, 30, 40, 50, 60, and
(C) 70°C
Replicates 2 2 samples
Total number of 4  1  1  9  7  2 = 504
tests
Fig. 4. |G*| value versus loading frequency at 20% volume ratio.
310 G.G. Al-Khateeb et al. / International Journal of Pavement Research and Technology 12 (2019) 307-314
The |G*| master curve was constructed for the glass-asphalt
mastics and the control asphalt binder at 40C as a reference
temperature to compare the results (Fig. 5). It is clear from Fig.
5, that as the volume ratio increases from 0.05 to 0.30, the |G*|
value increases as well at all loading frequencies and temperatures.
The most significant increase relative to the control asphalt binder
was obtained for the 0.30 G/A volume ratio compared to the other
volume ratios.
The glass-to-control asphalt binder shear modulus ratio was
improved with the G/A volume ratio. The increase in this modulus
ratio was very significant at 0.30 volume ratio as shown in Fig. 5
(the master curve) and Fig. 6 that shows the relationship between
the volume ratio and the glass-to-asphalt binder modulus ratio.
The phase angle (δ) against temperature plots were obtained for
the glass-asphalt mastics and the control asphalt binder at different
loading frequencies (example: Fig. 7 at 0.10 volume ratio). The
increase in temperature resulted in an increase in the phase angle.
Furthermore, the phase angle increased with the decrease in
loading frequency and vice versa. However, the effect of the
temperature and loading frequency on the rate of increase in the
phase angle with temperature was significant. This rate was
smaller at high temperatures and low loading frequencies than that
at low temperatures and high frequencies. Moreover, phase angle
Fig. 5. |G*| master curves for control asphalt binder and glass-
asphalt mastic at different volume ratios (reference temperature =
40C).
Fig. 6. Relationship between volume ratio and shear modulus ratio
for glass-asphalt mastic (f = 1 Hz, T = 40C).
differences between loading frequencies was smaller at high
temperatures than that at low temperatures as shown in Fig. 7.
The phase angle (δ) was also plotted against loading frequency
at all temperatures for the glass asphalt mastics and the control
asphalt binder. Fig. 8 shows this relationship for the glass-asphalt
mix at 0.10 volume ratio. As the loading frequency increases, the
phase angle decreases; higher phase angle values were obtained at
high temperatures and vice versa. The rate of reduction in the
phase angle started sharply at low loading frequencies and low
temperatures; afterwards, it stabilized as loading frequencies and
temperatures got higher. As shown in Fig. 8, the phase angle value
decreased in the beginning at a higher rate at low loading
frequencies and then started to stabilize at a lower rate for the high
loading frequencies. This fact was more obvious at lower
temperatures (example: 10C versus 70C in Fig. 8). Additionally,
phase angle differences among temperatures were apparent at
high loading frequencies; whereas, at low loading frequencies,
these differences were smaller as shown in Fig. 8.
The master curve for the phase angle values was also plotted for
the glass-asphalt mastics and the control asphalt binder at 40C
reference temperature (Fig. 9). The increase in the G/A volume
ratio resulted in a decrease in the phase angle at different loading
frequencies and temperatures. The decrease in the δ was
considerable at 0.30 G/A volume ratio.
Fig. 7. Phase angle (δ) versus temperature for glass-asphalt mastic
at 0.10 volume ratio.
°
°
°
°
°
°
°
Fig. 8. Phase angle (δ) versus loading frequency for glass-asphalt
mastic at 0.10 volume ratio.
 G.G. Al-Khateeb et al. / International Journal of Pavement Research and Technology 12 (2019) 307-314 311

loading frequencies. This relationship is illustrated in Fig. 11 for

the glass-asphalt mix at 0.30 volume ratio. Fig. 11 shows that the
|G*|/sin δ reduction rate as temperature increases was smaller at
high temperatures and low loading frequencies than that at low
temperatures and high loading frequencies. Furthermore, |G*|/sin
δ differences among loading frequencies increased at low
temperatures and almost vanished at high temperatures.

3.3. Fatigue parameter (|G*|sin δ)

The |G*|sin δ is the parameter used in Superpave to characterize

Fig. 9. Phase angle (δ) master curves for control asphalt binder and
glass-asphalt mastics at different volume ratios (reference
temperature = 40C).
This reduction in the δ improved the elastic portion (or what so
called storage modulus) of the glass-asphalt mastics relative to the
control asphalt binder, and resulted in a decrease in the loss
modulus of the material.
3.2. Rutting parameter (|G*|/sin δ)
fatigue of asphalt binders. It measures the asphalt binder’s
capability to resist fatigue under traffic loading at intermediate
temperatures. The specifications in Superpave set a maximum
value of 5,000 kPa for the fatigue parameter at intermediate
temperatures for Pressure Aging Vessel (PAV)-aged asphalt
binders (already aged in the RTFO).
A higher limit was provided for the fatigue parameter in
Superpave specifications to ensure that the asphalt binder does not
reach a high stiffness value at which the asphalt binder becomes
susceptible to fatigue cracking at intermediate temperatures.
With the increase in |G*| value, the asphalt binder stiffness
increases and thus it becomes less fatigue-resistant. Conversely,
the decrease in δ value, the asphalt binder becomes more elastic
and therefore more fatigue-resistant.

The |G*|/sin δ value is what so called rutting parameter in 1.00E+07

Superpave. It is typically used to grade asphalt binders for high
temperature performance grading and to measure their rutting
resistance at these temperatures (typically  46C). The Superpave
1.00E+05
specification for the rutting parameter value at high temperatures
G*/sin δ (Pa)

is 1.0 kPa as a minimum value for original asphalt binders and 2.2
kPa as a minimum value for asphalt binders aged in the Rolling
30% Glass
Thin-Film Oven (RTFO). 1.00E+03 20% Glass
This parameter has a lower limit in Superpave specifications to 10% Glass
provide enough stiffness for asphalt binders so that they become 5% Glass
able to resist rutting (permanent deformation) at high Fresh Binder
temperatures. With the increase in |G*| value, the stiffness of the 1.00E+01
0.0 0.1 1.0 10.0 100.0
asphalt binder gets higher and thus it becomes more rutting- Reduced Frequency
resistant. Conversely, the decrease in δ indicates that the asphalt
binder becomes more elastic and therefore more resistant to rutting Fig. 10. |G*|/sin δ master curves for fresh asphalt binder and glass-
(permanent deformation). asphalt mastics at different volume ratios (reference temperature =
With the increase in the rutting parameter value, |G*|/sin δ , the 40C).
asphalt binder’s rutting susceptibility decreases, and the asphalt
binder becomes more rutting resistant. By this parameter, the 4.00E+07
Superpave intends to control rutting by controlling the total 10 Hz
3.50E+07 5.66 Hz
dissipated energy per cycle. 3.19 Hz
The |G*|/sin δ (rutting parameter) master curve was also done 3.00E+07
1.79 Hz
1.0 Hz
for the glass-asphalt mastics and the control asphalt binder at 40C 0.563 Hz
2.50E+07
(Fig. 10). The increase in G/A volume ratio from 0.05 to 0.30 0.316 Hz
0.178 Hz
G*/sin δ (Pa)

resulted in an increase in |G*|/sin δ value with the most significant 2.00E+07 0.1 Hz
increase at 0.30 G/A ratio compared to the control asphalt binder
and this is obvious in Fig. 10. 1.50E+07

Consequently, the addition of glass filler to the control asphalt 1.00E+07

binder improved the rutting performance of the binder gradually
with the increase of the G/A volume ratio and that was obvious 5.00E+06

from the improvement in the Superpave rutting parameter value 0.00E+00

(|G*|/sin δ particularly at 0.30 G/A volume ratio as shown in the 0 20 40 60 80
Temperature (oC)
master curve.
The |G*|/sin δ against temperature was plotted for the glass- Fig. 11. |G*|/sin δ value for glass-asphalt mastic versus
asphalt mastics and the control asphalt binder at all specified temperature at 0.30 volume ratio.
312 G.G. Al-Khateeb et al. / International Journal of Pavement Research and Technology 12 (2019) 307-314
The addition of glass filler to the fresh asphalt binder resulted in
increasing the fatigue parameter value (|G*|sin δ ). However, the
phase angle decreased with the addition of the glass filler as shown
previously, which improved the elastic portion and therefore could
improve the fatigue resistance of the binder. The differences
between the |G*|sin δ value of the asphalt binder and the |G*|sin δ
values of the glass-asphalt mastics was highly significant at higher
G/A volume ratios (0.30) as shown in the master curve of the
|G*|sin δ (fatigue parameter) as seen in Fig. 12.
The |G*|sin δ against temperature was plotted for the glass-
asphalt mastics at all specified loading frequencies. Fig. 13 shows
this relationship for the glass-asphalt mix at 0.30 volume ratio. As
shown in Fig. 13, the |G*|sin δ reduction rate as the temperature
increases was smaller at high temperatures and low loading
frequencies than that at low temperatures and high loading
frequencies. Additionally, the |G*|sin δ differences among loading
frequencies increased as temperature decreased and almost
vanished at high temperatures.
3.4. |G*|cos δ (storage modulus of glass-asphalt mastics)
The |G*|cos δ represents the elastic part or what so called storage
modulus of the asphalt binder. This elastic part of the binder helps
the binder to resist deformation due to traffic loading frequency
particularly at low temperatures. As this portion of the asphalt
1.00E+06
1.00E+05
G* sin δ (Pa)
1.00E+04
30% Glass
20% Glass
1.00E+03
10% Glass
5% Glass
Fresh Binder
1.00E+02
0.0 0.1 1.0 10.0
Reduced Frequency
Fig. 12. |G*|sin δ master curves for control asphalt binder and
glass-asphalt mastic at different volume ratios (reference
temperature = 40C).
Fig. 13. |G*| sin δ value versus temperature for glass-asphalt
mastic at 0.30 volume ratio.
binder increases, it becomes more capable of rebounding
(recovering) deformations under traffic loading.
The increase in the G/A volume ratio improved the storage
modulus of the glass-asphalt mastics at all loading frequencies.
Moreover, the elastic behavior of the glass-asphalt mastics
decreased with the increase in the test temperature. At lower
temperatures (such as 10°C and 20°C), the phase angle (δ) value
decreased, which indicated that the storage modulus of the asphalt
binder and mastics increased, and this improved their resistance to
fatigue cracking at these low temperatures.
The |G*|cos δ master curves were plotted for the glass-asphalt
mastics and the control asphalt binder at 40C (Fig. 14). The
increase in the G/A volume ratio from 0.05 to 0.30 resulted in an
increase in |G*|cos δ value particularly at 0.30 G/A ratio, which
showed the most significant improvement in the |G*|cos δ value
compared to the control asphalt binder.
The |G*|cos δ against temperature was plotted for the glass-
asphalt mastics and the control asphalt binder at all specified
loading frequencies. Fig. 15 shows this relationship at 0.30 volume
ratio. The |G*|cos δ reduction rate as temperature increases was
smaller at high temperatures and low loading frequencies than that
at low temperatures and high loading frequencies as shown in Fig.
15. Furthermore, |G*|cos δ differences among loading frequencies
increased at low temperatures and almost vanished at high
temperatures.
1.00E+07
1.00E+05
G* cos δ (Pa)
30% Glass
20% Glass
1.00E+03
10% Glass
5% Glass
Fresh Binder
1.00E+01
100.0 0.0 0.1 1.0 10.0 100.0
Reduced Frequency
Fig. 14. |G*|cos δ master curves for control asphalt binder and
glass-asphalt mastics at different volume ratios (reference
temperature = 40C).
Fig. 15. |G*|cos δ value versus temperature for glass-asphalt mastic
at 0.30 volume ratio.
 G.G. Al-Khateeb et al. / International Journal of Pavement Research and Technology 12 (2019) 307-314
4. Findings
The results and analysis of the study reveal the following main
findings:
1. The addition of glass filler to the asphalt binder improved
the shear properties of glass-asphalt mastics including |G*|,
|G*|/sin δ , |G*|sin δ , and |G*|cos δ at all loading
frequencies and temperatures. In other words, the increase
in the G/A volume ratio increased the value of these
parameters. In addition, the increase in the ratio of the
glass-asphalt mix to the control asphalt binder for any of
these parameters was very significant at 0.30 G/A volume
ratio.
2. The increase in the G/A volume ratio resulted in a decrease
in the phase angle (δ) at all loading frequencies and
temperatures. The decrease in the ratio of the glass-asphalt
mix’s phase angle to the control asphalt binder’s phase
angle was considerable at 0.30 G/A volume ratio.
3. The increase in the complex shear modulus value (|G*|) as
a result of the addition of the glass filler can be used to
improve the Superpave high temperature performance
grade (PG) value of asphalt binders.
4. The reduction rate of each of |G*|, (|G*|/sin δ, |G*|sin δ and
|G*|cos δ with temperature was smaller at high
temperatures and low frequencies than that at low
temperatures and high frequencies. Furthermore, the
difference in each of these parameters among frequencies
increased at low temperatures and almost vanished at high
temperatures.
5. The rate of increase in each of the |G*|, |G*|/sin δ, |G*|sin δ
and |G*|cos δ with frequency was smaller at high
frequencies and high temperatures than that at low
frequencies and low temperatures. Additionally, the
difference in each of these parameters among temperatures
increased significantly at high frequencies compared to low
frequencies.
6. The reduction rate of in the δ with frequency was smaller at
high frequencies and high temperatures than that at low
frequencies and low temperatures. Moreover, the difference
in the δ among temperatures increased at high frequencies
compared to low frequencies.
7. The rate of increase in the δ with temperature was smaller
at high temperatures and low frequencies than that at low
temperatures and high frequencies. In addition, the
difference in the δ among frequencies increased at low
temperatures compared to high temperatures.
5. Data availability
The data related to the results and findings of this paper are
available. At any time, the authors can provide them on request.
6. Practical applications
The glass can be utilized in the asphalt technology through the
following practices:
1. Glass can be used with asphalt binder to enhance rutting
and fatigue performance.
2. Glass can be used as a substitute for aggregate in hot-mix
asphalt.
3. Most of the research done on glass focused on the use of
glass as an aggregate in asphalt pavements; however, this
313
paper focused on the use of glass in asphalt binders. The
results and findings of this study provide an excellent
guideline for asphalt technologists to utilize waste glass as
a modifier in asphalt binders.
References
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