Influence of Compaction Energy on Volumetric Properties

of Hot-Mix Asphalt with Waste Glass Content

Ivica Androjić 1 and Ivan Marović 2

Abstract: Consumption of resources is increasing as the world’s population and industrialization rise, so that natural resources are being
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exhausted. Therefore, the use of waste and recycled materials is very important to achieve environmental and economic benefits. This study
assessed the effects of compaction energy and the role of a binder on the properties of two control groups (A and B) of hot-mix asphalt used
for surface layers, prepared according to European Standards. Group A consisted of stone dust, subfractional glass, and a binder. Group B
comprised stone dust, subfractional stone aggregate, and a binder. Laboratory testing determined the effect of the observed variables on the
density of asphalt samples and ratio of air voids and voids filled with bitumen. The findings indicate that the compaction energy and glass
fraction in the asphalt mixture had a significant influence. DOI: 10.1061/(ASCE)MT.1943-5533.0002887. © 2019 American Society of Civil
Engineers.
Author keywords: Waste glass; Hot-mix asphalt; Compaction energy; Binder content; Laboratory testing.

Introduction treatment, the collected waste glass is already crushed, environmen-

It has been recognized with growing concern that agricultural and
industrial waste is being produced in ever-increasing volumes. On
the other hand, our consumption of resources is increasing as the
world’s population and rapid industrialization are rising, so natural
resources are being exhausted. Therefore, the use of waste and re-
cycled materials is very important to achieve environmental and
economic benefits. In order to reduce environmental hazards and
conserve natural resources, the use of recycled waste materials
in the surfacing of roads could be extremely effective.
Ahmed (1991) reported the use of waste materials in highway
construction practice, and Collins and Ciesielski (1994) reported
that 19 alternative materials were used or could be used in the con-
struction of roads and highways. These alternative materials were
evaluated based on technical, environmental, and economic factors,
and resulted in various applications in road and highway construc-
tion. Sherwood (2001) highlighted the use of alternative materials
in road construction, stating that glass waste could be used as a
substitute for fine aggregates in unbound and stabilized bearing
layers, as an additive in embankments, as an additive to aggregates
in asphalt mixtures, and as a drainage material or a substrate layer
in trenches below the surface.
Today, waste glass comprises about 10% of all waste. According
to data from the Ministry of Environment and Energy (2018), the
annual quantity of total waste glass in the Republic of Croatia
is about 168,000 tons. Because glass has a wide range of uses
(sheet glass, rods, frames, bottles, glassware, vacuum tubing, and
others), reusing it is especially important. Due to waste glass reuse
1
Postdoc Researcher, Faculty of Civil Engineering, Univ. of Rijeka,
HR-51000 Rijeka, Croatia (corresponding author). ORCID: https://orcid
.org/0000-0001-6174-8635. Email: ivica.androjic@gmail.com
2
Assistant Professor, Faculty of Civil Engineering, Univ. of Rijeka,
HR-51000 Rijeka, Croatia. ORCID: https://orcid.org/0000-0003-1524
-0333. Email: ivan.marovic@uniri.hr
Note. This manuscript was submitted on October 2, 2018; approved on
April 29, 2019; published online on July 31, 2019. Discussion period
open until December 31, 2019; separate discussions must be submitted
for individual papers. This paper is part of the Journal of Materials
in Civil Engineering, © ASCE, ISSN 0899-1561.
tally friendly, and relatively inexpensive, and therefore it can there-
fore be compared with natural aggregates. According to Wartman
et al. (2004), crushed glass as an alternative material performs as
well as or better than most natural aggregates.
Recently, waste glass and its application in asphalt mixtures
have been researched in detail, with the goal of reusing alterna-
tive materials as much as possible and saving natural resources.
Jamshidi et al. (2016) discussed the engineering properties of waste
glass as an alternative material for the construction of various types
of paving systems, including asphalt, concrete, and block pave-
ments. After a detailed overview of the asphalt, cement, and glass
manufacturing industries, particular emphasis was given to labora-
tory studies of the structural performance and durability of waste
glass and the sustainability of such pavements. Sustainability was
evaluated in terms of energy consumption, greenhouse gas emis-
sions, safety, and the heat island phenomenon. Jamshidi et al. con-
cluded that waste glass could improve various phases of pavement
life, especially by enhancing structural performance, durability,
environmental friendliness, and aesthetic features.
In order to meet the needs and achieve environmental and
economic benefits, the limit values of such mixture must be ascer-
tained. This can be achieved by laboratory tests on various asphalt
mixtures containing waste glass (up to 100%) and stone aggregate.
In addition, the results may provide better insight into the potentials
of different filler ratios.
Research Background
Saltan et al. (2015) investigated the use of cullet and waste glass
bottle dust as a mineral filler material in hot-mix asphalt produc-
tion as an alternative to traditional crushed stone dust. With the
optimum bitumen content, determined by the Marshall mix design
method, three different mineral filler types (cullet, glass bottle
waste, and stone dust) and six different filler ratios (4%, 5%,
6%, 7%, 8%, and 9%) were used to prepare asphalt mixture sam-
ples. After performing the Marshall stability test, the results were
compared. It was concluded that the cullet and glass bottle waste
could be used in asphalt mixtures as a mineral filler alternative to
crushed stone dust if economic and environmental factors allowed.

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 Kiletico et al. (2015) reported that the use of recycled glass cullet
as a replacement for standard ceramic-coated black roofing gran-
ules on the top surface of asphalt shingles increased the solar re-
flectance index, whereas the addition of white pigment powder to
the surface granules greatly improved reflectance properties and
alleviated thermal loads, thus reducing heat island effects. Issa
(2016) raised the issue of the need to modify conventional pave-
ment rises due to high maintenance costs in highway systems by
replacing fractional aggregate with crushed glass. Test samples
were prepared by adding crushed glass to asphalt mixes at 5%,
10%, and 15% of aggregate weight. The results indicated that the
properties of these glass–asphalt mixtures improved compared
with regular asphalt. Therefore, it was concluded that the use of
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waste glass in asphalt pavements provided the same performance
levels at lower costs.
Another laboratory research project to test the use of recycled
glass particles in an asphalt mixture was carried out by Lachance-
Tremblay et al. (2016). They tested an asphalt mixture (ESG14) with
different glass contents. Their results indicated that using recycled
glass in asphalt mixtures reduced the binder content, increased the
mixture workability and decreased rutting resistance. Using 10% re-
cycled glass in an ESG14 asphalt mixture did not impact resistance
to thermal cracking or the mixture stiffness. Tahmoorian et al. (2018)
stated that asphalt mixtures containing recycled construction aggre-
gates (RCA) had a problem of high bitumen absorption. Therefore,
they investigated the effects of glass on bitumen absorption and the
volumetric properties of asphalt mixtures containing 25% and 50%
RCA through laboratory tests. The materials used included C320
bitumen, RCA, and recycled glass (0%, 10%, and 20% of total
weight of fine aggregates), and the test was conducted according
to Australian standards. The test results indicated that glass waste
is a viable material for improving the problem of high bitumen ab-
sorption in asphalt mixtures containing RCA.
Androjić and Dimter (2016) reported the properties of hot-mix
asphalt (HMA) with substitute waste glass made in accordance with
the EN 13108-1 (BSI 2006) standard. Their laboratory test results
indicated that it is reasonable to substitute stone aggregate with
fractionated waste glass in asphalt mixtures intended for wearing
surfaces. In addition, the glass ratio used in the mineral mixture
would depend on the required void content, proportion of voids
filled with asphalt, void proportion in the mineral aggregate, and
the target composition of the asphalt mixture. They highlighted that
increasing the glass content from 2.5% to 100% increased the vol-
ume proportion of mineral mixture by 4.8%, decreased the volume
proportion of bitumen by 1.1%, and decreased the void content
by 3.7%.
Arabani et al. (2017) investigated the effects of different waste
materials (waste glass powder, waste brick powder, and rice husk
ash, with stone dust as a control mixture) as fillers on the perfor-
mance of HMA mixtures. The properties of HMA mixtures were
investigated by Marshall tests and showed that the mixture con-
taining waste glass powder exhibited a higher fatigue life and per-
formed better than the others. Choudhary et al. (2018) investigated
the suitability of various waste materials as fillers instead of con-
ventional materials in dense-graded bituminous macadam mix.
One waste material considered was glass powder. The results in-
dicated that with similar bitumen contents, all waste-modified
mixes delivered satisfactory mechanical and volumetric perfor-
mance as demanded by paving specifications. They concluded that
the mixes with finer fillers (red mud and limestone dust) displayed
superior stiffness and cracking resistance, whereas mixes with
fillers predominantly composed of calcium minerals (carbide lime
and limestone dust) displayed superior adhesion and moisture re-
sistance. Gaitanelis et al. (2018) evaluated the potential for reusing
© ASCE 04019241-2
J. Mater. Civ. Eng., 2019, 31(10): 04019241
recycled glass derived from electric lamps in the concrete, ceramic,
building, and asphalt industries. Their main conclusion was that
glass was advantageous in all these production processes because
it resulted in important reductions of carbon dioxide emissions and
energy consumption. Zakaria et al. (2018) investigated the feasibil-
ity of using waste materials in asphalt mixtures for pavement
applications. Various types of recycled waste plastics and glass
were selected for this study, and the mix was designed using the
Marshall method. They found that a substitute mix combining 1%
recycled plastic and 4% recycled glass gave almost similar satisfactory
results as the control sample with stone aggregate. Therefore, when
optimally blended, recycled plastic and glass are feasible aggregate
replacements in asphalt mixtures for flexible road surfaces.
A review of the practical recycling applications of crushed waste
glass in construction materials was carried out by Mohajerani et al.
(2017). They studied the reuse of crushed waste glass as a construc-
tion material in concrete or asphalt and presented a literature re-
view. They highlighted the use of glass powder as a filler in
asphalt. Sadeghnejad et al. (2018) showed trends in recent research
and confirmed that the optimal use of waste glass in hot-mix asphalt
mixtures increased its dynamic characteristics dramatically. They
predicted the rutting of glasphalt mixtures at different temperatures
and stresses. The results of their models indicated that waste glass
powder can significantly improve the performance of asphalt mix-
tures against permanent deformation.
It is a well-known fact that pavements in cold regions are subject
to extreme weather conditions, such as prolonged exposure to water
and repeated freeze-thaw (FT) cycles. With this is mind, Lachance-
Tremblay et al. (2017) investigated the degradation of asphalt
mixtures with glass aggregates subjected to freeze-thaw cycles. Re-
peated FT cycles damaged the samples of asphalt mixtures with and
without glass and had a significant effect on mixture stiffness. They
concluded that the glass asphalt mixture was damaged faster than
the reference stone aggregate mixture, but both mixtures had equiv-
alent damage after 10 FT cycles. Lachance-Tremblay et al. (2018)
focused on the effect of hydrated lime on the linear viscoelastic
(LVE) properties of asphalt mixture with glass aggregates. They
used complex modulus tests to evaluate the LVE properties of
three glass aggregates (0%, 20%, and 60%) with two hydrated lime
(0% and 2%) contents. The results showed that the LVE properties
of samples with glass aggregates and 0% hydrated lime were
greatly affected by conditioning, whereas adding hydrated lime to
the samples with glass aggregates significantly reduced the varia-
tion in LVE properties due to conditioning.
Simone et al. (2019) presented laboratory study results includ-
ing both bituminous mastics and mixture tests to assess the use of
glass powder as a possible surrogate for limestone filler in recycled,
dense-graded asphalt mixtures. According to the results, glass pow-
der filler provided comparable values to limestone filler in both
mastic and mixture studies, highlighting the improvement of rutting
resistance when glass was used.
Research Goals
Previous research motivated the authors to make and test several
mixed compositions in order to ascertain the limit property values
of two HMA samples: one with substitute waste glass (up to 100%),
and a control mixture with stone aggregate. This was done to de-
termine differences and compare the influence of compaction en-
ergy on the various properties of the mixtures, thus determining the
two limit values according to standards accepted worldwide. The
experimental part was the continuation of research conducted by
Androjić and Dimter (2016) into the properties of hot-mix asphalt
with substitute waste glass.
J. Mater. Civ. Eng.
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Fig. 1. Flowchart of the research.

Fig. 2. Research program.

The main goals of the research were to determine through analy-
sis the influence of compaction energy on the monitored properties
of the asphalt samples (density, proportion of air voids, and voids
filled with bitumen) and the influence of the binder content of the
observed asphalt mixes on the monitored properties.
Experimental Part
Fig. 1 is a chart of the conducted research, which was divided into
previous activities, the experimental part, and final activities. Pre-
vious activities consisted of an analysis of the current situation and
a presentation of the research goals. The experimental part included
presenting the research program, materials used, and design of the
mix composition. The final activities included presenting the results
and conclusions of the research.
influence was monitored was the binder content, which varied from
4.5% to 6.5% of the total mass of the asphalt mixes.
Materials Used
Fig. 3 presents two groups (A and B) together with their compo-
nents. The asphalt mixes for Group A contained stone dust, sub-
fractional glass, and a binder. Group B contained stone dust,
subfractional stone aggregate, and a binder.
Stone dust was added to the asphalt mixes in Groups A and B in
advance (Fig. 3). For the testing requirements, dolomite stone dust
from Velika Quarry, Velika, Croatia was used. A testing procedure
in accordance with European Standards (ENs) and Croatian
Standards (HRN ENs) was followed [HRN EN 1097-5 (BSI
2008b)], which consisted of determining the amount of moisture

Research Program
Fig. 2 shows the research program conducted, divided into Groups
A and B. Group A comprised asphalt mixes including waste glass.
Group B contained stone aggregate. The bitumen used in both
groups was identical. The figure shows an analysis of the influence
of compaction energy and binder content on the properties of both
groups. The final result is presented as a comparison of the results
achieved for each group.
During testing, compaction energy was regulated by varying the
number of blows inflicted by a Marshall hammer (35, 50, and 75
Fig. 3. Components of the monitored groups of asphalt mixes.
blows on each side of the sample). The other variable whose

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 Table 1. Densities of materials used composition of stone dust, it was concluded that a sieve with holes of
Sieve Stone Waste Stone 0.063 mm would allow 100% passage of the total stone dust mix.
size (mm) dust (g=cm3 ) glass (g=cm3 ) fractions (g=cm3 ) The glass density ranged from 2.488 to 2.500 g=cm3 (Table 1). The
density of the stone aggregate ranged from 2.854 to 2.858 g=cm3 .
0–0.063 2.854
0.063–0.25 2.500 2.856
The difference in density between the stone and glass materials was
0.25–1 2.486 2.855 due to differences in size, mass, and atomic spacing in the observed
1–2 2.490 2.854 materials.
2–4 2.493 2.857 The waste glass used in the testing procedure [Figs. 4(a–c)] was
4–8 2.496 2.855 acquired by breaking, crushing, and sieving glass from old bottles
8–11.2 2.488 2.858 and windows. It was first collected from local waste disposal sites,
washed and dried (during which any paper labels and other foreign
bodies were removed), and sieved to the required subfractions
(0–0.063, 0.063–0.25, 0.25–1, 1–2, 2–4, 4–8, and 8–11.2 mm)
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produced in the procedure to determine granulometric composition according to the HRN EN 933-1 standard (BSI 2012b).
[HRN EN 933-10 (BSI 2009)] and the density of the total After sieving, the fraction density of the waste glass was deter-
stone dust according to standard HRN EN 1097-7 (BSI 2008c) mined according to the HRN EN 1097-6:2004 [EN 1097-6:2000
(Table 1). After conducting the procedure to determine the gradation +AC:2002 (BSI 2013)] (Table 1).

Fig. 4. Process of making asphalt mix with glass in its composition: (a) crushed waste glass; (b) separated waste glass; (c) process of adding the
individual fraction of the glass in asphalt mix; and (d) produced asphalt mix.

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Fig. 5. Asphalt mix gradation.

The stone aggregate was from a dolomite source in Velika
Quarry. It was collected, washed, dried, and sieved to the required
subfractions (0–0.063, 0.063–0.25, 0.25–1, 1–2, 2–4, 4–8 and
8–11.2 mm) according to the HRN EN 933-1:2012 standard. After
sieving, the fraction density of the stone was determined according
to the HRN EN 1097-6:2004 standard (Table 1).
The binder used was paving bitumen Type 50/70 produced by
MOL Group (Százhalombatta, Hungary). It had a density of ρB ¼
1.01 g=cm3 [HRN EN ISO 3838 (BSI 2005)], a softening point of
PK = 49°C [HRN EN 1427: 2007 (BSI 2008a)], and a penetration of
PEN ¼ 60 1=10 mm [HRN EN 1426 (BSI 2015)].
Fig. 4 shows the waste glass used in various stages of asphalt
mix production process: breaking [Fig. 4(a)], crushing [Fig. 4(b)],
preparation for mixing [Fig. 4(c)], and the finished mix [Fig. 4(d)].
Designing Mix Composition
A fixed gradation (Fig. 5) was used to test the mixes (Groups A and
B). This represented the average value of passage through sieves for
asphalt mix AC 8 surf, intended for use in the wearing surfaces of
carriageway constructions (Croatian Roads 2015).
The procedure for mixing the components of the asphalt mix
was conducted according to the HRN EN 12697-35:2008 standard
[EN 12697-35:2004+A1:2007 (BSI 2016)] by hand for 3–5 min at
a given temperature. After the asphalt mix was produced, its
density was determined using a volumetric procedure according
to the HRN EN 12697-5 standard [EN 12697-5:2009/AC:2012
(BSI 2019b)]. The procedure to compact the asphalt mix was
carried out according to the HRN EN 12697-30:2012 standard
[EN 12697-30:2012 (BSI 2019a)] at a temperature of 150°C using
different energy impacts (35, 50, and 75 blows on each side of the
sample). After producing the asphalt specimens, their density was
determined according to the HRN EN 12697-6:2012 standard
[EN 12697-6 (BSI 2012a)], using Procedure B to calculate the
proportion of air voids and voids filled with bitumen according
to the HRN EN 12697-8:2003 standard [EN 12697-8:2003
(BSI 2019c)].
Laboratory Test Results
Density of Asphalt Samples
Table 2 lists the results for the asphalt specimen densities and per-
centage of asphalt mix density depending on compaction energy,
the observed groups, and proportion of bitumen. Fig. 6 and Table 3
present the linear links achieved between the observed asphalt
groups, proportion of binder, and compaction energy {35 blows
[Fig. 6(a)], 50 blows [Fig. 6(b)], and 75 blows [Fig. 6(c)]}.
The density of the asphalt specimens (ρbssd ) was acquired by

Table 2. Asphalt specimen densities results and percent of asphalt mix density
Binder content (% by mass of material)
Observed testing property Blows Testing group 4.5 5.0 5.5 6.0 6.5
Asphalt specimen density (kg=m3 ) (HRN EN 12697-5) 35 Group A 2,128 2,134 2,156 2,160 2,189
Group B 2,358 2,366 2,391 2,425 2,453
50 Group A 2,166 2,182 2,184 2,204 2,200
Group B 2,412 2,417 2,444 2,464 2,474
75 Group A 2,176 2,202 2,227 2,220 2,228
Group B 2,435 2,445 2,472 2,482 2,494
Percent of asphalt mix density (% v/v) 35 Group A 90.2 91.1 92.7 93.5 95.6
Group B 88.8 90.0 91.9 93.8 95.5
50 Group A 91.8 93.2 93.9 95.4 96.0
Group B 90.8 91.9 93.9 95.3 96.4
75 Group A 92.3 94.0 95.7 96.2 97.2
Group B 91.7 93.0 95.0 96.0 97.1

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Fig. 6. Relationships between the density of the asphalt specimens (Groups A and B) and compaction energy: (a) 35 blows; (b) 50 blows; and
(c) 75 blows.

calculating the relation of the mass of the dry specimen (m1 ) and
the difference between the mass of the saturated surface-dried
specimen (m3 ) and the mass of the specimen submerged in water
(m2 ) multiplied by water density (ρw ) at exactly 25°C [Eq. (1)]. The
percentage of asphalt mix density, %AMD (Table 2), was calculated
as a ratio of density of the asphalt specimens (ρbssd ) and density
of the asphalt mix (ρAM ), expressed as a percentage of total volume
(% v/v) [Eq. (2)]
m1
ρbssd ¼ × ρw ð1Þ
m3 − m2
 
ρbssd
%AMD ¼ × 100 ð2Þ
ρmix
Roberts et al. (1996) showed that the density of asphalt speci-
mens increased to the highest value as the proportion of bitumen
increased. After reaching the highest value, density began to
decrease again. In principle, the observed density of the asphalt
specimens increased as the proportion of bitumen increased dur-
ing testing (Table 2). Such a sequence in the results obtained
can be attributed to the adopted gradation of asphalt mixes and

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 Table 3. Density of asphalt specimens (Asd ) Table 4. Air void content (% v=v)
Coefficients Binder content (% by mass of material)
Testing Regression Coefficient of
Blows group equation a b determination, R2 Blows Testing group 4.5 5.0 5.5 6.0 6.5
35 Group A Asd ¼ ax þ b 29.6 1,990.6 0.9364 35 Group A 9.8 8.9 7.3 6.5 4.4
Group B 49.8 2,124.7 0.965 Group B 11.2 10.0 8.1 6.2 4.5
50 Group A 18 2,088.2 0.8684 50 Group A 8.2 6.8 6.1 4.6 4.0
Group B 34.2 2,254.1 0.9629 Group B 9.2 8.1 6.1 4.7 3.6
75 Group A 24.4 2,076.4 0.7707 75 Group A 7.7 6.0 4.3 3.8 2.8
Group B 31 2,295.1 0.9698 Group B 8.3 7.0 5.0 4.0 2.9
Note: x = binder content (% by mass of material).
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characteristics of materials used (binder, stone and glass skeleton,
and filler). The density of the asphalt specimens in Group B was
higher than that in Group A. This result is linked to the difference
between the density of stone/glass (Table 1). The asphalt mix den-
sity of Group A ranged from 90.2% to 95.6% for 35 blows, from
91.8% to 96% for 50 blows, and from 92.3% to 97.2% for 75 blows
(Table 2). The asphalt mix density for Group B ranged from 88.8%
to 95.5% for 35 blows, from 90.8% to 96.4% for 50 blows, and
from 91.7% to 97.1% for 75 blows.
Fig. 6 and Table 3 show the linear links achieved between the
density of the asphalt specimens and the proportion of bitumen.
The specimens in Group B achieved a higher value of the coeffi-
cient of determination (R2 ) than did those in Group A (Fig. 6). For
Group B, the coefficient of determination ranged from 0.9629 to
0.9698, which was higher than that for Group A (0.7707–0.9364).
A binder content of 4.5% increased the density of the asphalt
specimens in Group B by 225 kg=m3 compared with Group A
at 35 blows. This difference increased at a 6.5% binder content
to 265.4 kg=m3 at 35 blows. The increase in compaction energy
from 35 to 75 blows resulted in higher densities of the asphalt spec-
imens in both Groups A and B.
The obtained asphalt specimen density indicates that in Group A
at 50 strokes the peak density (extreme) was achieved at 6.0%
binder content. In other groups these maximums were not achieved
for the observed range of binder content (from 4.5% to 6.6%). This
was due to the variance in the quality of the glass used (grain shape
and glass origin), the other constituent components (filler, stone
aggregate, and binder), and the adopted gradation of designed
asphalt mix.
Fig. 7 shows the relationship of density of asphalt specimens for
Groups A and B and compaction energy at 5.5% binder content. As
compaction energy increased, the density of the asphalt specimens
increased. The density of specimens in Group B increased by
53 kg=m3 between 35 and 50 blows and by 28 kg=m3 between
50 and 75 blows. In Group A, the increase in density was somewhat
less between 35 and 50 blows (28 kg=m3 ), and was 43 kg=m3
between 50 and 75 blows.
Proportion of Air Voids
Table 4 lists the results of the proportion of air voids in the observed
groups of asphalt depending on compaction energy and binder con-
tent. The proportion of air voids was determined according to the
HRN EN 12697-8:2003 standard (EN 12697-8:2003). The propor-
tion of voids (Avc ) was obtained from the relationship of the differ-
ence between the density of the asphalt specimens (ρAU ) and the
density of the asphalt mix (ρAM ) expressed as a percentage of total
volume (% v/v)
ρAM − ρAU
Avc ¼ × 100 ð3Þ
ρAM
Various authors (Roberts et al. 1996; Walubita et al. 2009;
Beainy et al. 2012; Kim and Kang 2018) highlighted the impact
and importance of compaction energy and its effects on volumetric
properties of hot mix asphalts.
The increase in the binder content and compaction energy led to
a decrease in the proportion of air voids (Table 4). In Group B with
a binder content of 4.5%, the proportion of air voids was 0.6% to
1.4% higher than in Group A for all three levels of compaction
energy (35–75 blows). At a binder content of 6.5%, in principle
there was an equal or similar proportion of voids in the observed
groups (0.1% at 35 blows, 0.4% at 50 blows, and 0.1% at
75 blows).
Fig. 8 and Table 5 give the linear relationship between the pro-
portion of voids (Avc ), in Groups A and B and the binder content.
The specimens in Group B had somewhat higher values of the co-
efficient of determination (0.9851–0.99) compared with Group A
(0.9582–0.9829). It can be concluded that as the binder content
increased, there was a reduction in the difference in the air void
content between the observed groups.
Fig. 9 depicts the relationship of the proportion of voids and
compaction energy for Groups A and B at 5.5% binder content.
As compaction energy increased, there was a continuous decrease
in the proportion of air voids in both groups. The proportion of
voids for Group B was higher by 0.8% at 35 blows and by
0.7% at 75 blows than for Group A. The proportion of air voids
in the observed groups at 50 blows was equal.

Voids Filled with Bitumen

Table 6 lists the results of voids filled with bitumen depending
on compaction energy and binder content in the observed asphalt
Fig. 7. Relationship of density of asphalt specimens and compaction
groups. The filling of voids with bitumen was determined accord-
energy at 5.5% binder content.
ing to the HRN EN 12697-8:2003 standard (EN 12697-8:2003).

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Fig. 8. Relationship of proportion of voids and compaction energy in the observed groups: (a) 35 blows; (b) 50 blows; and (c) 75 blows.

The void fill was obtained from the relation of the volume propor-
tion of bitumen and concentration of voids in the intergranular
space of the stone material
V fwa ¼ ½ð%massB=AM × ρAU =ρB Þ=vSM  × 100 ð4Þ
where V fwa = fill in the intergranular space of the stone material by
bitumen (% v/v); %massB=AM = mass proportion of soluble binder;
ρAU = density of the asphalt specimen; ρB = density of the bitumen
binder; and vSM = concentration of voids in the intergranular space
of the stone material.

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J. Mater. Civ. Eng., 2019, 31(10): 04019241

 Table 5. Functional values for proportion of air void content (Avc ) (61.6% for Group A and 61.5% for Group B). With compaction
Coefficients energy of 50 blows, the voids filled with bitumen was greater by
Testing Regression Coefficient of 2.7% in Group B than in Group A; at 75 blows, Group A had 1%
Blows group equation a b determination, R2
greater filling of voids compared with Group B).
35 Group A Avc ¼ ax þ b −2.64 21.9 0.9773
Group B −3.44 26.92 0.9948
50 Group A −2.12 17.6 0.9829
Group B −2.92 22.4 0.99
Conclusions
75 Group A −2.4 18.12 0.9582
Group B −2.76 20.62 0.9851
This research analyzed the properties of asphalt mixes divided into
Groups A and B. The asphalt mixes in Group A consisted of stone
Note: x = binder content (% by mass of material). dust, subfractional glass, and binder. The mixes in Group B con-
sisted of stone dust, subfractional stone aggregate, and binder. The
main goals of the research were to determine the effects of binder
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content on the properties of asphalt and to determine the effect of

compaction energy on the density of the asphalt samples, the pro-
portion of voids, and the filling of voids by bitumen. Compaction
energy was regulated by changing the number of blows using a
Marshall hammer (35, 50, and 75 blows on each side of the sam-
ple). The mass binder content ranged from 4.5% to 6.5% of the total
mass of the prepared asphalt mix.
The prepared asphalt mixes contained a fixed gradation which
represented the average value of passage through sieves for asphalt
mix AC 8 surf, intended for use in the wearing surfaces of carriage-
way constructions (Croatian Roads 2015).
The conclusions of the research presented are divided into an
analysis of the proportion of binder and compaction energy on
Fig. 9. Relationship of proportion of voids and compaction energy at
the density of the asphalt samples and the voids filled with bitumen
5.5% binder content.
• The coefficient of determination for Group B ranged from
0.9629 to 0.9698, which was greater than that for Group A
(0.7707–0.9364), for the linear relationship between the density
of the asphalt specimens and the binder content.
Table 6. Voids filled with bitumen (% v/v) • At a mass binder content of 4.5%, a 225-kg=m3 higher density
of the asphalt specimens was achieved for Group B than for
Binder content (% of mass material)
Group A at 35 blows. This difference increased at 6.5% binder
Blows Testing group 4.5 5.0 5.5 6.0 6.5 content to 265.4 kg=m3 35 blows.
35 Group A 49.3 54.2 61.6 66.5 76.0 • The specimens in Group B had a density increase from 35 to 50
Group B 48.4 53.9 61.5 70.0 77.9 blows of 53 kg=m3 . This difference decreased to 28 kg=m3
50 Group A 54.2 61.3 65.9 74.2 78.1 from 50 to 75 blows in the same group. In Group A, the density
Group B 54.0 59.7 68.6 75.7 81.4 increase was somewhat less from 35 to 50 blows, 28 kg=m3 .
75 Group A 55.6 64.5 73.8 77.4 83.9 • An increase in binder content and compaction energy resulted in
Group B 56.7 63.3 72.8 78.6 84.8 a decrease in the proportion of air voids. At 4.5% binder content,
Group B had a higher ratio of air voids compared with Group A,
0.6% to 1.4% for all three compaction energy levels (35, 50, and
75 blows).
The filling of voids with bitumen increased as the compaction • The specimens in Group B had somewhat higher values of the
energy increased along with the binder content (Table 6). With a coefficient of determination (0.9851–0.99) compared with
lower binder content (4.5%), the filling of voids differed only Group A (0.9582–0.9829) for the linear relationships between
slightly between the observed groups (0.9% at 35 blows, the proportion of voids and binder content.
0.2% at 50 blows, and 1.1% at 75 blows). An increase in binder • An increase in compaction energy resulted in a decrease in the
content resulted in greater filling of the voids with bitumen in proportion of voids in both groups. In Group B, it was 0.8% at
Group B compared with Group A at 6.5% binder content (the 35 blows and 0.7% at 75 blows. At 50 blows, the two groups
difference was 1.9% at 35 blows, 3.3% at 50 blows, and 0.9% exhibited the same level of voids.
at 75 blows). • Filling of voids with bitumen increased as compaction energy
Fig. 10 and Table 7 give the linear relationship between the and binder content increased. With a lower binder content
voids filled with bitumen (V fwa ), the observed Groups (A and (4.5%) the filling of voids varied only minimally in the observed
B), and the binder content. With each 1% increase in bitumen con- groups (0.9% at 35 blows, 0.2% at 50 blows, and 1.1% at
tent, there was an increase in the voids filled with bitumen of 75 blows).
between 12.1% and 13.9% for Group A and between 14.2% • An increase in binder content resulted in greater filling of voids
and 15% for Group B. with bitumen in Group B compared with Group A (at 6.5%
Fig. 11 shows the relationship of voids filled with bitumen for binder content, the difference was 1.9% at 35 blows, 3.3% at
the observed groups (A and B) and energy compaction at 5.5% 50 blows, and 0.9% at 75 blows).
binder content. As compaction energy increased, there was an in- • A 1% increase in the binder content resulted in an increased
crease in the fill of voids in both groups. At 35 blows, the voids filling of voids with bitumen of 12.1% to 13.9% (Group A)
filled with bitumen in the observed groups differed only slightly and 14.2% to 15% (Group B).

© ASCE 04019241-9 J. Mater. Civ. Eng.

J. Mater. Civ. Eng., 2019, 31(10): 04019241

Downloaded from ascelibrary.org by Nottingham Trent University on 08/01/19. Copyright ASCE. For personal use only; all rights reserved.

Fig. 10. Relationship of voids filled with bitumen and compaction energy in the observed groups: (a) 35 blows; (b) 50 blows; and (c) 75 blows.

Table 7. Functional values for voids filled with bitumen (V fwa )

Coefficients
Testing Regression Coefficient of
Blows group equation a b determination, R2
35 Group A V fwa ¼ ax þ b 13.14 −10.75 0.9869
Group B 15.02 −20.27 0.9946
50 Group A 12.14 −0.03 0.9898
Group B 14.16 −10 0.9945
75 Group A 13.9 −5.41 0.9766
Group B 14.3 −7.41 0.9928
Note: x = binder content (% by mass of material).

Other components of asphalt mixes should be taken into account

in further research, such as an analysis of the effect of varying pro-
Fig. 11. Relationship of the voids filled with bitumen and compaction
portions of glass on the properties of asphalt, and the influence of
energy at 5.5% binder content.
the shape and source of glass particles on various properties.

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J. Mater. Civ. Eng., 2019, 31(10): 04019241

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