Standard Asphalt Research Articles

Predictive modeling of fatigue and rutting parameters for asphalt cement modified with pretreated oil palm clinker using artificial neural network algorithms to enhance pavement performance

Currently, the viscoelastic properties of standard asphalt cement cannot sustain the increasing demands resulting from heavier traffic loads, greater stress levels, and changing environmental conditions. Thus, the usage of modifiers is encouraged. Also, the Sustainable Development Goal (SDG) encourages the use of waste resources and emerging technologies in asphalt pavement technology. This study intends to harness this gap by examining the use of oil palm clinker (OPC) as an asphalt-cement modification to improve its viscoelastic properties using an innovative prediction approach. The modified asphalt-cement was produced by varying the acid-treated OPC powder (OPCP) content at 2%, 4%, 6%, and 8% and the rutting and fatigue performance was evaluated. This paper also presents an optimization approach and prediction comparison based on statistical modeling and artificial intelligence (AI) algorithms for the fatigue and rutting parameters of the modified asphalt cement. Model variables for the predictive models include OPCP content and test temperatures. The AI algorithms use 70% of the data for training, 15% for testing, and 15% for validation. The results showed that the incorporation of OPCP improves the properties of pure asphalt-cement by increasing stiffness and temperature susceptibility and that the crystalline phase of Si–O formed a novel structural group Si–OH. The RSM R2 for rutting for unaged and RTFO aged responses was (99.743 and 99.893), the RMSE was (436.210 and 954.945), and the MRE was 3.269 and 2.315) for the model statistical performance index, respectively. The ANN R2 for rutting for unaged and RTFO aged responses were (99.903 and 99.970) the RMSE (106.283 and 528.500) and MRE (1.759 and 1.039). PAV fatigue RSM R2 values were (99.984), RMSE (77979.750), and MRE (12.089), while ANN R2 values were (99.997), RMSE (53933.500), and MRE (5.262). The findings demonstrated that the generated model and algorithm could predict the fatigue and rutting performance of the OPCP-modified asphalt cement accurately with the AI algorithms model outperforming the statistical model. Also, the study aligns with SDG 9 by developing advanced modeling techniques and enhancing infrastructure durability through innovative use of modified materials as well as SDG 12 by incorporating recycled materials into sustainable production practices.

Resurface of rubber modified asphalt mixture with stress absorbing membrane interlayer: From laboratory to field application

The increasing concern over tire pollution, exacerbated by the improper disposal of waste tires, serves as the backdrop for this research, which aims to explore the efficacy of incorporating ground tire rubber (GTR) into asphalt mixtures enhanced with a stress-absorbing membrane interlayer (SAMI). In this study, three variations of Hot Mix Asphalt (HMA) were evaluated: a conventional mix, a rubber-modified asphalt mixture (RMA), and a trans-polyoctenamer rubber (TOR) modified asphalt mixture in the laboratory. The assessment focused on the high and low-temperature performance of the asphalt mix and binder. Key findings from the laboratory tests indicate that the integration of a SAMI layer and GTR as additives markedly boosts the crack resistance of the asphalt mixture. Despite a reduction in fracture energy across all three HMA types following long-term aging, the GTR-modified HMA maintained superior fracture energy relative to the conventional mix. Initially, the inclusion of GTR adversely affected the mixture's rutting resistance. However, after undergoing long-term aging, both the conventional and GTR-modified HMAs exhibited exceptional rutting and moisture damage resistance. Field noise assessments further demonstrated that GTR-enhanced pavements produced noise levels approximately 2 dB lower than those of standard asphalt pavements. Additionally, pavements lacking a SAMI layer manifested low-severity cracking, with an average cracking frequency occurring every 2 ∼ 6 m, whereas pavements equipped with a SAMI layer exhibited no cracking following two winter seasons. The rubber asphalt overlay may increase the leaching of 6PPD-quinone, but the SAMI layer helps reduce tire wear particle generation by preventing road cracking. Rubber asphalt overlay leaching tests resulted in 6PPD-quinone concentrations lower than currently available toxicity data (LC50 for Coho Salmon, 0.095 ug/L). In conclusion, the utilization of dry-processed rubber asphalt mixes alongside a SAMI layer in pavement construction not only has the potential to extend the service life of pavements but also contributes to the production of quieter road surfaces. This study underscores the environmental and functional benefits of incorporating rubber modifications into asphalt pavements, presenting a viable strategy for mitigating tire pollution through the reuse of waste tires in infrastructure.

Analyzing an Efficient Mix Design for the Production of Quality Asphalt Concrete: A Means of Reducing Roads’ maintenance cost

Poor road design is the bedrock for strength deformation and formation of potholes on road pavements. The best choice of aggregates for asphalt concrete production has a great impact on its stability, sustainability and durability during its serviceability lifestyle. The critical design and analysis methods are the standard methods needed to eradicate these defects of roads deformation in the global construction industries. This study reveals the hidden knowledge about the formulation of standard mix design for asphaltic concrete production. In the experiment, three different mixed designs were evaluated in order to ascertain the best and quality aggregates for durable road’s pavement production. The results proved that, the proportion of aggregate obtained from the first mix design yielded the best result, and this is suggested for the global production of quality and standard asphalt concrete for roads’ binder pavements’ construction. Also, the formulated aggregates’ mix design for roads’ wearing course pavement obtained was considered the best for industrial practice. Furthermore, the accuracy and efficiency of the results obtained relied so much on standard estimate made for the quality production of asphalt concrete cost about $270,830.00 from Chainages 26 + 700 to 26 + 925. All the experimental results proved that, standard aggregates’ mix design prevents unnecessary defects on road pavement system. In conclusion, the application of the first mix design in road construction will improve its sustainability, durability and stability capacity. Likewise, it will prevent unnecessary spending on road pavement’s maintenance.

A new method and first results for comparing emissions of fumes during construction of asphalt surfaces

A novel laboratory methodology for analysing hot asphalt fumes from various paving materials is presented and evaluated. This method facilitates comparative assessments, aiming to enhance occupational safety for asphalt workers and ensure safe implementation of new paving materials. Comparative analyses of emissions to air were conducted on standard asphalt and rubber-modified asphalt at different temperatures. The temperature significantly influences PAH emissions. Rubber-modified asphalt demonstrated higher PAH emissions at equivalent temperatures compared to standard asphalt, predominantly naphthalene. Even heavier PAHs as benzo(a)pyrene were occasionally high. Notably, at recommended working temperatures the standard asphalt resulted in higher emissions, comprising heavier PAHs compared to rubber asphalt.

The evaluation of crumb rubber as a filler in asphalt mixture to against moisture sensitivity

In Malaysia, road pavements are frequently damaged by the accumulation of water on the surface caused by heavy rain, due to the humid climate. The presence of water within the asphaltic concrete mixture particles may impede their workability. Exposure towards natural phenomenon such as rain can be the main cause related to the presence of water inside the asphalt pavements. To improve road conditions for users, it is necessary to consider alternative road pavement designs. This study proposes using rubber crumb as modifier as its water-impermeable characteristic will be able to enhance the performance of standard asphalt mixtures to reduce asphalt mixtures moisture sensitivity. Subsequently, the Marshall Mix Design method was utilized to conduct Indirect Tensile Strength tests in order to achieve the objectives of this study. A total of 16 samples were prepared for this study, comprising of standard asphaltic combinations as well as asphaltic mixtures with different percentages of crumb rubber (0%, 4%, 6%, and 8%) relative to the overall weight of the asphalt mixtures. In comparison to the typical way of asphaltic mixture, the sample that utilized crumb rubber as a modifier had a substantially greater value of strength based on the Indirect Tensile Strength Test results. As expected from the findings of the study, the presents of water in asphalt mixtures reduces the asphalt mixtures strength and workability. To conclude, incorporating crumb rubber in asphalt mixtures enhances their effectiveness in resisting moisture sensitivity.

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

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

Effect of Hot Glue Additive on the Rheological Properties of Asphalt Cement and Mixtures Performance

In general, the physical and rheological properties of asphalt binder are directly affecting the resistance of asphalt mix to the permanent deformation (rutting), water damage, and thermal cracking. The degradation in these properties leads to severe distresses that appear in the pavement and, consequently, make the repair and maintenance very expensive. Since the modified-asphalt cement may help to minimize such aforementioned distresses, this research is established for this purpose. It aims to investigate the physical and rheological properties of modified-asphalt cement with silicone, dense silicone rubber, and ethylene propylene diene monomer rubber. Five contents for each type of hot glue are investigated; 0.4, 0.8, 1.2, 1.6, and 2% of the asphalt cement weight. Conventional asphalt cement tests such as penetration, softening point, dynamic viscosity, and ductility tests are conducted to evaluate the hot glue-modified asphalt cement properties. Moreover, the Marshall and indirect tensile strength tests are conducted to examine the effect of hot glue on the performance of the asphalt mixtures at concentrations of 0.8 and 1.6% of the asphalt cement weight. The results show that the hot glue-modified asphalt cement leads to an increase in the hardness and consistency, and a reduction in the temperature susceptibility of asphalt cement. These features lead to better Marshall stability and tensile strength ratio, as compared with the standard asphalt cement mixture.

Effect of recycling agents on rheological properties of epoxy bitumen

The rejuvenation of epoxy modified bituminous binders is a topic of much debate because such binders may not be able to melt at high temperatures and restore their properties using recycling agents. This paper presents the results of an experimental program developed to evaluate the re-usability of an epoxy modified bitumen, or epoxy bitumen, by using three recycling agents: an aromatic-based agent, an aliphatic-based agent, and a soft binder. The impact of these agents on the response of aged binders was assessed by performing analyses in a Fourier Transformed Infrared spectroscopy and a Dynamic Shear Rheometer. Results indicated that diluting the epoxy binder with a base bitumen can be a feasible method for producing aging resistant binders of long curing time lengths. The most severely oxidized samples were blended with the recycling agents, and the aromatic agent has been proved as the most effective to recover the rheology of aged binders. Significant potential to recover the relaxation characteristics of epoxy bitumen has been demonstrated by using the soft binder. As a result, the epoxy bitumen has shown a similar ‘rejuvenation’ attribute with that of a conventional bitumen, and thus, it might be re-utilized through the standard asphalt recycling processes.

Properties of epoxy-resin binders and feasibility of their application in pavement mixtures

Epoxy resins have the potential to solve the limitations faced by traditional pavement materials while meeting strict environmental regulations. In this study, taking into account the performance and structural differences of different epoxy resins, curing agents, and tougheners, we designed an optimized combination of materials that can be cured at room temperature and exhibits good low-temperature toughness. To this end, we used glass-transition temperature (Tg) as an index to design the material ratio. After synthesizing an epoxy-resin binder with a Tg of −10 °C, its curing characteristics and mechanical properties were studied. Furthermore, epoxy-resin pavement mixtures (ERPMs) were designed using this binder and its curing age, high-temperature and low-temperature characteristics, and water stability were evaluated. The results show that the epoxy-resin binder synthesized using hydrogenated bisphenol A epoxy resin AL-3040, toughener A, and polyamide 650 exhibited good workability and mechanical properties and hence is suitable for pavement mixtures. The mass ratio of the toughener to resin significantly affected the low-temperature tensile properties of the binder and the direct tensile-property of epoxy resin binder was basically unchanged with the isothermal conditioning time. The prepared ERPM exhibited good high-temperature stability, low-temperature crack resistance, and water stability, and its performance metrics were better than those of standard asphalt mixtures. Changes occurring in the binder viscosity during solidification can be used to determine the optimal parameters for ERPM preparation. Finally, the results described in this study are expected to promote the application of ERPMs in road construction and maintenance.

Feasibility of Utilizing Waste Polyethylene Terephthalate as Replacement in Asphalt binder Mixture

The feasibility of utilizing waste material for road construction is encouraging as it can decrease waste material harmful to the environment. Hence, a more sustainable method and a meticulous study of the available admixtures utilized to substitute standard asphalt binders with waste material must be conducted. However, there are several concerns and doubts about the real situation arising from the chemical and physical traits, as well as the mechanical performance issuing from the integration of waste material within the asphalt pavement to alleviate roads surface's permanent deformation. This investigation was carried out to study physical improvements made on ACW-14 bitumen by adding waste Polyethylene Terephthalate (PET) to serve as a partial replacement for bitumen content compared to normal, conventional 80/100 bitumen physical and rheological behavior. PET percentage added to the bitumen content was 10%, 8%, 6%, 4% and 2% of optimum bitumen content weight. The outcomes concluded that the best performance of bitumen on its density, VTM, VFB, flow, stability, and stiffness was achieved when 5.8% of Optimum Modified-Bitumen Content using PET. All the results obtained have been compared according to JKR Standards results, and the conclusion has fulfilled these requirements.

Using E-waste in asphalt mixtures – a laboratory investigation

Incorporating electronic waste (E-waste) in a new asphalt mixture is a subjected connected to the recycling process of PCB (Printed Circuit Boards), in which PCB waste is turned into a powder. The aim of the paper is to present the performance of the new asphalt pavement obtained by using PCB waste to substitute lime filler in a share of 100%. First, laboratory analyses are performed to determine the composition of PCB. Then, the feasibility of using PCB waste in the asphalt pavement industry is analysed in a series of laboratory investigations conducted on asphalt concrete BA16 rul 50/70 (AC16) that is a standard asphalt mixture in Romania. The following tests are performed on the new material: cyclic compression-dynamic flow, rutting test, and Marshall Stability and flow. The conclusion after the first experimental stage of this research is that the mixture containing PCB is softer than the control/witness mixture containing lime filler. Further investigations regarding the use of E-waste in road asphalt pavements will be conducted to find a way to reduce the use of new raw materials in the road construction industry.

THE INFLUENCE OF WASTE WATER SEDIMENT AS A COMPONENT OF ASPHALT CONTAINING HEAVY METALS AND DETECTING ITS EFFECT ON SOILS UNDER MODEL EXPERIMENTAL CONDITIONS

Waste water sediment (WWS) is an ecological hazard to the environment and the search for its effective disposal is an urgent task. The main limitation of the WWS use is associated with the presence of the different ingredients - heavy metals, which can have a negative impact on the environment. There is asphalt production technolologies using WWS. This work considers the possibility of using asphalts with the WWS additives from car washes. This technology will reduce the negative influence on the environment due to the WWS recycling, as well as due to the possibility of using WWS instead of pure sand by replacing it in the standard asphalt production technology. In this work, a heavy metal content was determined by the ICP-OES method using an Agilent 5110 spectrometer; in the course of a model experiment, the effect on the soil of three model objects was studied: WWS from car washes in Moscow; the standard technology for asphalt production; asphalt fused with car wash WWS. We studied the change in the content of various forms of heavy metals penetrating the soil from wash-offs of these objects, and by comparing the results and assessing their absolute content, we assessed the possibility of using fused asphalt. The studies have shown that during the model experiment, the total content of heavy metals increased up to 7-10 times for Zn, Ni and Cr. In all variants of the experiment, the content of mobile forms of all Cr, Cu, Mn, Ni, Pb, V and Zn significantly decreased by the third stage of the experiment to 50--95%, which indicates the transition of mobile forms of heavy metals to the total content due to the processes of sorption and precipitation.

Optimisation and field assessment of poroelastic wearing course bond quality

Compared to typical asphalt mixtures, poroelastic mixtures are characterised by high porosity and high flexibility, which are desirable for traffic noise reduction. However, the same properties increase the risk of debonding from the lower layer, which is a significant source of premature damage. The study investigates which of the factors – tack coat agent, type and texture of the lower layer – have the greatest impact on interlayer bonding quality. From 27 variants of interface bond techniques investigated in laboratory, 8 were selected and constructed on two full-scale test sections. Monotonic direct shear loading and cyclic direct shear loading tests with normal force were used for this purpose. The tests indicated that softer bitumen used for the tack coat and the milled texture of the lower layer improves bond quality. However the appropriate laying compaction has the major influence. Poroelastic mixtures are much more sensitive to technological imperfections than standard asphalt mixtures.

A Review of the Utilisation of Recycled Waste Material as an Alternative Modifier in Asphalt Mixtures

The possibility of using waste materials in road construction is of great interest as their utilisation may contribute to reducing the problems of hazard and pollution and conserve natural resources. Thus, there is an urgent need to find a sustainable method for using waste materials as a substitute in the standard asphalt binders. There are several concerns about the physical and chemical properties and mechanical performance of asphalt pavements incorporated with waste material in the effort to reduce permanent deformation of the road surface. This review article presents a brief discussion of the asphalt mixtures modified with waste material, and the recycled materials used as a modifier in the asphalt mixture. The present paper summarises the use of crumb rubber, crushed concrete, steel slag, glass fibre and plastic waste in asphalt mixtures. The use of waste materials as a modifier in asphalt mixture resulted in improved asphalt pavement performance. Results advocate that rubberised asphalt mixture with desired properties can be designed as an additive with a friendly environmental approach in construction materials. The researches that adopted the influence of usage, recycle waste material to improve the performance of the asphalt of the road are still limited compared to other construction fields. Doi: 10.28991/cej-2020-SP(EMCE)-05 Full Text: PDF

Characterisation of rheological properties of sulfur-extended asphalt with/without crumb rubber

ABSTRACT This study is to characterise rheological properties of sulfur-extended asphalts with/without crumb rubber at high, intermediate, and low temperatures using standard asphalt binder tests. Four dosages of sulfur (i.e. 0%, 15%, 30% and 45%) by weight of neat asphalt binder were used. The results indicated that a low level of sulfur addition, such as 15%, softened original asphalt binder. When the sulfur dosage was larger than 15%, the extra sulfur would act as fillers to stiffen asphalt binder. The addition of crumb rubber significantly increased high temperature performance grade. For sulfur-extended asphalts with/without crumb rubber, an increase in the sulfur dosage resulted in an increase of low temperature performance grade. Sulfur-extended asphalt with 15% sulfur exhibited the largest non-recovery creep compliance (Jnr) value, while the 30% and 45% exhibited the lowest values since more extra sulfur acts as fillers to stiffen asphalt binder. The addition of sulfur significantly decreased viscosity. The semi-circular bending fracture test results indicated that the mixture with the addition of 15% sulfur was softer and behaved in a more ductile manner than the others, which is consistent with the asphalt binder test results of high temperature performance grade and non-recovery creep compliance.

Changes of absorbed dose rate in air in metropolitan Tokyo relating to radiocesium released from the Fukushima Daiichi Nuclear Power Plant accident: Results of a five-year study.

Car-borne surveys were carried out in metropolitan Tokyo, Japan, in 2015, 2016, 2017 and 2018 to estimate the transition of absorbed dose rate in air from the Fukushima Daiichi Nuclear Power Plant accident. Additionally, the future transition of absorbed dose rates in air based on this five-year study and including previously reported measurements done in 2014 by the authors was analyzed because central Tokyo has large areas covered with asphalt and concrete. The average absorbed dose rate in air (range) in the whole area of Tokyo measured in 2018 was 59 ± 9 nGy h-1 (28–105 nGy h-1), and it was slightly decreased compared to the previously reported value measured in 2011 (61 nGy h-1; 30–200 nGy h-1). In the detailed dose rate distribution map, while areas of higher dose rates exceeding 70 nGy h-1 had been observed on the eastern and western ends of Tokyo after 2014, the dose rates in these areas have decreased yearly. Especially, the decreasing dose rate from radiocesium (Cs-134 + Cs-137) in the eastern end of Tokyo which is mainly covered by asphalt was higher than that measured in the western end which is mainly covered by forest. The percent reductions for the eastern end in the years 2014–2015, 2015–2016, 2016–2017 and 2017–2018 were 49%, 21%, 18% and 16%, and those percent reductions for western end were 26%, 18%, 6% and 3%, respectively. Additionally, the decrease for dose rate from radiocesium depended on the types of asphalt, and that on porous asphalt was larger than the decrease on standard asphalt.

Sustainable lignin to enhance asphalt binder oxidative aging properties and mix properties

Using sustainable, renewable substances that can be locally-sourced instead of petroleum-based asphalt binders would be better for our environment. Replacing a small portion (maximum of 6%) of asphalt binder with three different types of lignin was investigated to determine its effects on aged and unaged asphalt binder and mix. Commercially available Kraft lignin, lignin precipitated from black liquor in the laboratory, lignin produced from rice hulls in the laboratory using a deep eutectic solvent, and a standard asphalt binder (control) were evaluated. Lignin improved the high temperature performance grade. All lignin-modified binders showed higher strain tolerance than unmodified binders in strain sweep tests. Lignin precipitated from black liquor and lignin produced from rice hulls improved the long-term aging index. Rutting, cracking, and moisture damage susceptibility tests were performed on an asphalt mix prepared with 6% lignin precipitated from black liquor asphalt binder. Improved rutting resistance was observed from the lignin-modified asphalt mix, without sacrificing moisture-induced damage resistance. Better cracking resistance with respect to increased flexibility index was observed according to the semi-circular bend test. Replacing petroleum-based binder with up to 6% of lignin precipitated from black liquor is practicable for hot mix asphalt, and may be feasible in the lower temperature warm mix asphalt process.

Effect of Binder Modification and Recycled Asphalt Pavement on the Performance of Permeable Friction Course

Permeable Friction Course (PFC) is a hot-mix asphalt that contains interconnecting voids that provide improved pavement surface drainage during rainfall. The objective of this study was to determine if PFC mixtures which incorporate reclaimed asphalt pavement (RAP) will provide performances that are similar to PFC mixtures which only use virgin materials and whether binder type will affect performance. Utilizing current design specifications, PFCs were designed with RAP contents of 0%, 15%, and 25% and four asphalt binders. These mixtures were subject to a barrage of tests which measured their ability to resist draindown, abrasion, fatigue cracking, rutting, and moisture damage. Other testing determined permeability, porosity and workability. Rutting testing employed the industry standard asphalt pavement analyzer. Fatigue cracking and moisture susceptibility testing utilized the semicircular bending test. It was determined that it is possible to design a PFC incorporating RAP which will have good performance. However, this will only be achieved when the proper materials are used. The RAP must be properly fractionated and a modified binder such as asphalt rubber or a highly modified asphalt binder (HiMA) must be used. The mixture tests combined with Life Cycle Cost Analyses demonstrated that a PFC with up to 15% RAP combined with an asphalt rubber or HiMA can provide good performance and be cost effective. Furthermore, the use of 25% RAP in combination with these binders was only limited by the asphalt rubber not meeting the specification for permeability.

Simulating plant produced material in the laboratory to replicate rheological and fatigue properties

As part of an effort by agencies and industry to move towards performance-based design to evaluate mixtures in the laboratory at a smaller scale before moving to full scale operation, laboratory protocols exist to simulate the aging that occurs as a material is produced. However, recent research has shown that these existing protocols may not accurately represent the changes a material experiences in a plant. Moreover, due to the focus of previous studies on the ability of the current method to replicate mixture characteristics and performance in an undamaged state, there is a lack of information as it relates to the damaged state. This paper presents a concise description of a study undertaken on a particular mixture to evaluate the differences in the behaviour of a standard asphalt concrete mixture produced in the laboratory and in the plant to assess the anticipated field performance at the mixture design stage. The results, in terms of the rheological properties of binders extracted and recovered from laboratory and plant produced mixtures as well as rheological, repeated cyclic fatigue, and cracking performance evaluation of the asphalt mixtures, have shown the ability of a short-term oven aging protocol to replicate plant produced material in the laboratory.

Sustainable Performance of Iraqi Asphalt Base Course Using Recycled Glass as Aggregate Replacement

Nowadays, a lot of waste glass produced through different sides of life. Applying sustainability has been widely used in different construction materials and flexible pavement was contained different recycled materials through different studies. Recycled glass, where it is nonmetallic and inorganic, it can neither be incinerated nor decomposed, so it may be difficult to reclaim, has been used as filler, fine and coarse aggregates in the asphalt base course. In this study, various standard asphalt tests, such as stability, flow, density and air voids, have been conducted on reference mix asphalt and mix asphalt with different percentages of recycled glass when it has been used as filler, fine and coarse aggregates in the base course. Generally, the results show good indication, especially when using 10% of the recycled glass instead of coarse aggregate with 40-50 asphalt grades. This percentage improves most characteristics such as strength retained index which indicates better performance than reference mix.