Asphalt Concrete Binder Course Research Articles

Utilization Of Bentonite as A Substitute for Filler in Asphalt Concrete-Binder Course (AC-BC)

Utilization Of Bentonite as A Substitute for Filler in Asphalt Concrete-Binder Course (AC-BC)

Analysis Stability Of Asphalt Concrete Binder Course (AC-BC) With Fly Ash And Bottom Ash Substitution Material

Fly ash and bottom ash are ash produced from the process of burning coal as a source of energy in the steam generating unit of a coal-fired power plant (PLTU). Bottom ash is ash that forms at the bottom of a coal-burning furnace and settles there. In this research, fly ash is used as filler substitution and bottom ash is used as fine aggregate substitution (sand). The purpose of the study was to obtain a suitable Job Mix Design (JMD) for Asphalt Concrete - Binder Course (AC-BC) with fly ash and bottom ash substitution materials. To determine the effect of optimum asphalt content on the values of stability, flow, Marshall Quotient, VMA, VIM and VFB obtained from result of the Masrhall test. Based on the results of Marshall testing, the results show that Analysis Stability Of Binder Course Asphalt Concrete (AC-BC) With Fly Ash And Bottom Ash Substitution Material produces the highest VMA value of 14.462% and the highest VIM value of -1.88%, meaning that there are many gaps in the mixture containing asphalt so that it becomes waterproof and hermetic. The highest stability and MQ values are stability of 1955.55.34 kg and MQ of 1241.13 kg/mm. The appropriate Job Mix Design (JMD) for Asphalt Concrete - Binder Course (AC-BC) with fly ash and bottom ash substitution materials is the composition of Fly Ash at 0%, 50%, and 60% of the total cement while for the use of Bottom Ash from the total sand at 0%, 50%, and 60%.

Job Cat Egory Prioritization and Selection in PT.MAI 88 Using Analytical Hierarchy Process (AHP)

PT. MAI 88, one of the government company divisions in the Pekanbaru City which operates in the fields of Public Works, Spatial Planning, Housing, Settlement Areas and Land. PT.MAI 88 experienced difficulties, namely that material resources were not allocated properly. With the main aim of prioritizing the procurement of goods for road and bridge construction maintenance, this research focuses on one of the uses of Multicriteria Decision Making (MCDM), namely the Analytical Hierarchy Process (AHP) to determine the ranking of each construction goods procurement job. The AHP method itself has been discussed with stakeholders involved in the project. It has four categories and thirteen subcategories that have been determined and lead to 12 job alternatives. The results of the AHP show that the criteria with the highest weight starts from Urgency followed by Public Satisfaction, Quality, and Cost Management. Then for the Sub criteria with the highest weight, namely Reports from local public, followed by Traffic Management, Long-term Durability and Reliability, Compliance with specifications and Standards, Labor Cost, Public Safety, Rent Construction Equipment, Resources Availability, Material Cost, Public Engagement and Communication, Stakeholder Expectations, Ease of Installation and Integration, and finally Subcontractor Cost. The alternatives with the highest weight are Procurement of Road Signs, Procurement of “Urugan Pilihan”, Procurement of Base A Stones, Procurement of Base B Stones, Procurement of Several Construction Equipment, Procurement of Asphalt Concrete Binder Course, Procurement of Non-subsidized diesel fuel , Procurement of Dump Truck, Procurement of Binder Absorbent layer, Procurement of material for Culvert Channels and Boxes, Procurement of Construction Retaining Wall, Procurement of Cementation Work.

METODE PELAKSANAAN OVERLAY REKONSTRUKSI PADA PROYEK CIKOWOAN – KADUT (REGULER) DI STA 1 + 700 s/d STA 2 + 286

In terms of access to mobilization/demobilization and the location is very steep, the dump load is minimal due to poor access. Very high rainfall has resulted in further delays in the implementation of work. ACBC (Asphalt Concrete Binder Course) asphalt foundation and top layer or asphalt surface wear layer ACWC (Asphalt Wearing Course) for the material used, namely Asphalt Emulsion CSS -1 or SS -1 layer thickness (AC-BC) solid with a thickness of 0.6 cm with a loose thickness of 7.4 cm, the layer thickness (AC-WC) was solid with a thickness of 0.5 cm and a loose thickness of 6.4 cm. AC-WC compaction is divided into 3 parts, namely first compaction (breakdown rolling), second compaction (intermediate rolling), final compaction (final rolling). The first compaction is carried out when the temperature reaches 111 C to 102 C or about 0 – 10 minutes from the time the AC – WC is held. This ride uses a tandem roller with the number of tracks according to the trial compaction. The second compaction is carried out at a temperature of 102 C to 83 C or about 10-20 minutes since the AC-WC was held. This event uses a Pneumatic Roller with the number of passes according to trial compaction. The final compaction was carried out at a temperature of 83 C to 63 C or around 20-45 minutes since the AC-WC was held. This event uses a Pneumatic Tandem Roller with 12 to 15 passes. In the work of the Cikowoan – Kadut Road Improvement Reconstruction Project in Majalengka Regency, the tools used are Mini Excavators, Asphalt Tanks and assistive devices (asphalt sprayer), Dump trucks, Tandem combin rollers, Mini iron wheel compactor machines (baby roller), soil compactor machine.

Asphalt concrete mix analysis using volcanic ash filler

Asphalt mixture is a combination of a mixture of aggregate and asphalt. Sinabung eruption volcanic ash produced many negative impact on health and the environment. So that needs to be done in order to study the volcanic ash can be used in road pavement, especially on Asphalt Concrete pavement, the purpose of this study to determine the effect comparison of volcanic ash filler sinabung on Asphalt Concrete - Binder Course. This research was laboratory experimental in nature with asphalt level variation of 5%, 5.5%, 6%, 6.5%, 7% and volcanic filler level of 1, 2 and 3% in each asphalt level variation. There were 5 samples used the examination was done using marshall test instrument. The test used to determine the graph of asphalt content with value stability, flow, bulk density, VIM, VMA, VFB. The results of the over all addition of volcanic ash in the petroleum asphalt. Asphalt Concrete Binder Course Marshall stability values indicate that the better that showed that a mixture of aggregate is very good. If the flow value is lower, the VIM value is getting lower, then the VMA value and VFB value have a value that is more than the minimum value.

Characteristics the Marshall Test Subsitutution of Polypropylene Plastic Pellets as Filler in Mixture Asphalt Concrete Binder Course (AC BC)

This research was carried out on a laboratory experimental scale, with the aim of determining the characteristics of the Marshall test for the substitution of Polypropylene plastic pellets in the Asphalt Concrete Binder Course (AC BC) mixture. The substitution of Polypropylene plastic pellets in AC BC mixture is 1%, 2%, 3% of the weight of filler in AC BC standard mixture. From the test results, it can be concluded that the characteristics of the marshall test include VMA values, VIM values, VFA values, stability values, flow values, MQ values that meet the predetermined requirements both without filler and with filler.

Marshall Characteristics of Quicklime and Portland Composite Cement (PCC) as Fillers in Asphalt Concrete Binder Course (AC-BC) Mixture

Marshall Characteristics of Quicklime and Portland Composite Cement (PCC) as Fillers in Asphalt Concrete Binder Course (AC-BC) Mixture

Utilization of Igneous Rock as Coarse Aggregate in Asphalt Concrete Binder Course Mixture

Enrekang Regency, South Sulawesi Province, is an area that has a source of material in the form of river aggregate which was classified as igneous rock in Mata Allo River. However, the use of river stone so far has only been limited as to building materials and has not been used as coarse aggregate in asphalt mixtures. The use of river stone which had been underutilized is also based on the fact that there is no research on this aggregate. This study aims to determine the feasibility of Mata Allo River aggregate that can be used as coarse aggregate in the asphalt concrete binder course (AC-BC) mixture against the Marshall test. This research was conducted by testing the characteristics of coarse aggregate based on the standards of Highways, Indonesia. The composition of the AC-BC mixture as a result of aggregate gradation were 50.00% of coarse aggregate, 45.15% of fine aggregate and 5.85% of filler, respectively. AC-BC mixture were produced using petroleum bitumen of 60/70 grade penetration at variations in asphalt content of 4.0%, 4.5%, 5.0%, 5.5%, and 6.0%. Based on the results of the study, the Mata Allo River Aggregate which is classified as igneous rock is suitable for use as road material with flexible pavement construction for the AC-BC mixture resulting from laboratory testing, where the Marshall characteristic test results for the mixture meet the specifications of Bina Marga, Indonesia.

Modified Asphalt Mix Performance With The Addition Of Human Hair Waste

The development of road infrastructure in Indonesia is currently increasing, starting with new road construction projects to road improvement projects. To prevent premature damage to road pavements due to loading and the influence of water, it is to improve the quality of asphalt as a binder material from aggregate in the composition of road pavements. especially for the Asphalt Concrete-Binder Course (AC-BC) mixture, the addition of human hair waste can be used as an added material to minimize the use of asphalt and overcome the weaknesses of asphalt and waste utilization.The objectives of the study were: (1) to analyze the characteristics of the modified asphalt mixture with the addition of human hair waste. (2) Analyzing the performance of modified asphalt mixture with the addition of human hair waste.The results of analysis and testing in the laboratory show that the modified asphalt mixture performance with the addition of hair will increase the density value up to 2,355 gr/cc, increase the stability value up to 1886,2 kg, increase the value of the asphalt filled cavity (VFB) up to 82.8% and increase the Marshall value. Quotient (MQ) up to 653.3 kg/mm, but will reduce the value of the melt (flow) up to 2.9 mm, reduce the value of voids between mineral aggregates (VMA) up to 15.8% and reduce the value of mixed air voids (VIM) up to 2.7% but still within the threshold of meeting specifications

Field performance of bitumen emulsion Cold Central Plant Recycling (CCPR) mixture with same day and delayed overlay compared with traditional rehabilitation procedures

Cold Recycled Mixtures (CRM) offer many benefits, including cost-effectiveness and sustainability. Large existing Reclaimed Asphalt Pavement (RAP) stockpiles that represent an environmental and storage challenge can be used for bitumen emulsion Cold Central Plant Recycling (CCPR). A pavement rehabilitation demonstration project using Cold Recycled Mixture with Bitumen Emulsion (CRM-E) as binder course with 100% RAP was carried out on August 25, 2020. The project was divided into three sections to evaluate the mill and pave strategy using CRM-E as an alternative to traditional Hot Mixture Asphalt (HMA). The wearing course was the same asphalt concrete for the three sections. The difference between Section 1 and 2 that used CRM-E was to either pave the asphalt concrete overlay on the same day or to delay its application for 3 days to give additional time for the CRM-E to cure. Section 3 had no CCPR and consisted of two HMA layers. The field performance of the rehabilitated sections was monitored in 4 phases after 14 days, 3 months, 6 months and 12 months. The performance of the sections was assessed based on Falling Weight Deflectometer (FWD), field rutting measurements and cracking distress surveys. Cores were also taken over time to compare the CRM-E and HMA binder course properties in terms of resilient modulus, dynamic creep, indirect tensile strength and tensile strength ratio. The research showed that CRM-E and HMA performance was similar in terms of FWD deflections, field rutting, in situ cracking, and moisture resistance of the field cores. CRM-E showed superior performance in terms of resilient modulus and dynamic creep compared with asphalt concrete binder course based on testing of field cores taken after 6 and 12 months. The research showed that same day CRM-E HMA overlay is a viable construction option.

Optimasi Pelaksanaan Proyek Jalan Dengan Earned Value dan Fast Track

Sei Akar – Bagan Jaya Mayor Rehabilitation Project is located on the Sei Akar – Bagan Jaya road, Indragiri Hilir Regency, Riau Province. Corresponding on the project progress report status up to week 18 or 119 calendar working days, the project has been behind schedules 0.871 % and can lead to project failure. Collaboration of Earned Value Analysis, in time and cost monitoring project performance and Fast-Tracking, in accelerating, overlapping or compressing projects, schedule can be optimized project schedule and prevented from contractual penalties. Earned value analysis forcast additional time for 13 days and cost of Rp. 83.390.308,59 for direct cost, Rp.68.793.391,35 for indirect cost, and Rp.181.614.553,16 for penalties. Implementation of Fast Track in anticipating delays for 13 days, the possibility enclose to Tack Coat activity (42 days) and Asphalt Concrete-Binder Course Work activity (35 days). Both activities have met the rules in the application of fast tracking and have the longest duration. Therefor, has the greatest potential reduction in time.

Optimasi Pelaksanaan Proyek Jalan Dengan Earned Value Dan Fast Track

Sei Akar – Bagan Jaya Mayor Rehabilitation Project is located on the Sei Akar – Bagan Jaya road, Indragiri Hilir Regency, Riau Province. Corresponding on the project progress report status up to week 18 or 119 calendar working days, the project has been behind schedules 0.871 % and can lead to project failure. Collaboration of Earned Value Analysis, in time and cost monitoring project performance and Fast-Tracking, in accelerating, overlapping or compressing projects, schedule can be optimized project schedule and prevented from contractual penalties. Earned value analysis forcast additional time for 13 days and cost of Rp. 83.390.308,59 for direct cost, Rp.68.793.391,35 for indirect cost, and Rp.181.614.553,16 for penalties. Implementation of Fast Track in anticipating delays for 13 days, the possibility enclose to Tack Coat activity (42 days) and Asphalt Concrete-Binder Course Work activity (35 days). Both activities have met the rules in the application of fast tracking and have the longest duration. Therefor, has the greatest potential reduction in time.

Evaluating the effect of using shredded waste tire in the asphalt concrete-binder coarse on Marshall parameters

Shredded Waste Tires are industrial materials that can be used in the asphalt mixture. The use of tires increases every day, considering the number of vehicles that grow from year to year. Using used tires is highly recommended for efforts to reduce waste that will harm the environment. The research aims to see the effect of adding shredded tires in a pavement mixture based on Marshall Value. The AC-BC pavement layer is not directly in contact with wheel load. Still, it must have sufficient thickness and stiffness to minimise stress or strain from traffic loads continuously transferred from the top of the pavement. The most important characteristic of the AC-BC is its stability. The optimum asphalt content value in the AC-BC mixture is 6.81%, mixed with various shredded waste tires. The Asphalt Concrete-Binder Course blended with 1.5%, 3.5%, 5.5% and 7.5% of the various shredded waste tire. The optimum shredded tire content was obtained at 3.5%, with the stability value increased by 2.1% from 1581.98 to 1614.88 kg, with a flow value of 5.43 mm, and a Marshall Quotient value of 297.4 kg/mm.

Utilization of Styrofoam Waste as Additive to AC-BC Mixture Using Bittuang River

This study was intended to determine the characteristics of the mixture of intermediate layers of concrete with the addition of styrofoam waste in the mixture of intermediate layers of concrete. The composition of the mixture of intermediate lasts and Marshall test to get the characteristics of the mixture of intermediate layers of concrete with the addition of straw ash Styrofoam waste as a cement filler substitution. The results of testing the characteristics of the Asphalt Concrete – Binder Course (AC-BC) mixture using Styrofoam waste added material through the Conventional Marshall test, namely if the Styrofoam waste content is 1%, then the VIM, VMA, and Flow values decrease at each Styrofoam waste level, while for Stability and VFB values always increase at each level of Styrofoam waste. The Marshall Immersion test results obtained a Stability value of the mixture that could withstand Immersion for 24 hours.

Durability of Asphalt Concrete Binder Course Using Salassa River Aggregate, North Toraja Regency

The purpose of this study was to determine the effect of immersion variations on the Durability of Intermediate Laston Mixtures. The methodology in this research is to design the specimens using Salassa River aggregate with a composition of 5.00% asphalt content with variations of immersion 0.5 hours, 24 hours, 48 hours, 72 hours, 96 hours. Marshall Immersion Test to get the Durability value due to variations in immersion The results showed that the durability of the asphalt mixture will decrease if it is submerged in water for too long and changes in temperature. Stability of the mixture will decrease if it is submerged in water for too long. The greatest stability is 1394.17 Kg, which means it meets the minimum specification standard of 800 kg. The flow of the asphalt mixture will change its plastic shape due to prolonged immersion. The largest flow value is 2.70. Flow on the asphalt mixture meets the standard specifications of 2-4 mm. The durability value for various immersions in the mixture of Laston Lapis Antara was the largest at 97.44% at 24 hour immersion, the smallest value at 80.62%. The limit of immersion tolerance is 48 hours with a value of 94.59%.

Stability Improvement of Asphalt Concrete Binder Course using LDPE Plastic Waste with Lignin as Coupling Agent

Development of plastic waste as an asphalt mixture inhibited by its compatibility. In this study, the addition of weight variations modified lignin as coupling agent in Asphalt Concrete-Binder Course (AC-BC) with LDPE mixture was investigated. Asphalt, Polymer Modified Bitumen with and without lignin addition were characterized by physical analysis using Fourier Transform Infrared Spectroscopy and Scanning Electron Microscopy. While the AC-BC pavement was analyzed by mechanical analysis using marshall parameter. The addition of plastic to asphalt will form agglomeration and after lignin was added the agglomeration reduced. The reduced formation of plastic agglomeration due to lignin addition in asphalt form Van der Waals reaction was indicated by peaks alteration from 1041.77 cm−1 to 1031.11 cm−1 at the maximum addition of lignin. Moreover, the marshall stability of the AC-BC pavement was enhanced up to 89.5% at optimum lignin addition. Lignin utilization as a coupling agent of asphalt and LDPE can be a solution to the weaknesses of asphalt plastic technology while solving the plastic waste problem.

Quantifying energy consumptioneandogreenhouse gass emissions of construction projects: A case study of Semarang -Bawen road project

Roads have significant impacts on the environment, economy and society, and the choice of pavement thus has broad implications. All phases of road development, from construction to operations, consume a vast amount of resources and produce waste and emissions. This study aims to examine energy consumption and greenhouse gas (GHG) emissions of a road construction project using Life Cycle Assessment (LCA) approach. Semarang-Bawen section road project was used as a case study, which uses Asphalt Concrete-Wearing Course (AC-WC) and Asphalt Concrete-Binder Course (AC-BC) layers for flexible pavement, and concrete slabs for rigid pavement. The methods used to estimate energy consumption and GHG emissions refers to the Intergovernmental Panel on Climate Change (IPCC) procedure, i.e. the Energy Use and GHG Emissions for Pavement Construction, and Fuel Conversion Method. The results show energy consumption of the project for the flexible and rigid pavements are 1193.79 GJ and 952.056 GJ, respectively. This indicates that the flexible pavement contributes to CO2 emissions greater than the rigid one. The flexible pavement has a total emission of 89257.96 kgCO2/km, while the rigid pavement is of 70464.53 kgCO2/km. Based on these results it can be concluded that rigid pavement is considered more environmentally friendly than flexible pavement.

KETAHANAN DEFORMASI PERMANEN CAMPURAN BERASPAL PANAS LAPIS AC-BC MENGGUNAKAN LIMBAH BETON MUTU K-250

There is a program regarding the Sustainable Development Goals (SDGs) for the period 2015-2030. These Sustainable Development Goals are also a continuation of the Millennium Development Goals (MDGs) which were agreed upon in 2000 and ended in 2015. Of the 17 existing points, they are related to sustainability. The Development Goals contain one of the points that discusses responsible consumption and production, where this point is included in point 12. Thus by 2030 Indonesia has a target that can achieve sustainable management and efficient use of natural resources. This is the basis of this study, where in this study using concrete to be a coarse substitution with a variation of concrete waste using 0%, 5%, 10%, 15% of the total new aggregate. Then carried out on the test object with the Marshall test method to the permanent deformation test so that the Marshall test results and the results of the permanent deformation are obtained. Concrete waste originating from K-250 quality concrete (ex-test with compressive strength) meets the requirements for hot asphalt mix aggregate based on the 2010 Highways Specification (Revision 3). The permanent deformation value of the Asphalt Concrete Binder Course layer mixture that uses K-250 quality concrete waste shows the level of concrete waste with a composition of 5% which has almost the same dynamic stability performance and speed when compared to 0% composition of concrete waste using 10% concrete waste. and 15% for the composition shows lower performance compared to 0% waste concrete.

Evaluation of The Performance of Hot Mix Aspahalt with Natural Rubber (Latex) for Asphalt Concrete- Binder Course (AC-BC)

This study aims to measure the performance of the Hot Mix Asphalt for Asphalt Concrete Binder Course (AC-BC) with addition of natural rubber (latex) at variations of 0%, 2% and 3% by weight. The method used in this study is an experimental method in a laboratory that consists of natural aggregate testing, rheology testing for asphalt pen 60/70 and asphalt pen 60/70 plus natural rubber (latex) and AC-BC mixture testing. The method used is Marshall Test to obtain optimum asphalt content (OAC) and another method consists of UMATTA Resilient Modulus Test and strain controlled Four Points Fatigue Test. The addition of natural rubber in the AC-BC mixture reduced the optimum asphalt content (OAC) and increased the Marshall stability value, the optimum percentage is 3% natural rubber (latex) with the lowest OAC of 5.4% and the highest Marshall stability. The UMATTA test with 2% natural rubber (latex) resulted in the highest Resilient Modulus value compared to the other two blends. Fatigue testing at strain 500 I¼Iµ, 600 I¼Iµ, and 700 I¼Iµ resulted that the mixture of AC-BC with 3% natural rubber produced the highest fatigue life value compared to the other two mixes. In general, the result of testing and its analysis concluded that the use of natural rubber (latex) can reduce the use of asphalt in the mixture. This can be relified by decreasing the value of OAC in the mixture with natural rubber. The mixture with 3% natural rubber (latex) gives the highest resistance to fatigue cracks in the laboratory.Â

Optimizing the Use of Rediset ® LQ as an Additive in Warm Mix Asphalt Technology

The application of warm mix asphalt technology to reduce mixing and compaction temperatures has a weakness in decreasing the performance of mixture and is more sensitive to high temperatures. This is influenced by the type of additives and the warm mix asphalt technology used. The purpose of this study is to determine the optimum percentage of Rediset®LQ used and the amount of temperature drop in the type of Pen 60/70 asphalt mixture. Determination of the percentage of optimum use of the Rediset®LQ was carried out by using mixed workability analysis. The results of the warm mix asphalt test are then compared with the control HMA, the volumetric value that is close to the control HMA is considered to have equivalent workability. The variation of the use of the Rediset®LQ is 0.25% to 0.75% with a variation of the mixture temperature reduction of 15 ÂoC, 30 ÂoC, and 45 ÂoC. The results showed that the optimum percentage of using Rediset®LQ on asphalt pen 60/70 was 0.5% with a large reduction in mixing temperature and optimum compaction of 30 ÂoC. Evaluation of the resilient modulus value of the WMA mixture is equivalent to the HMA mixture at low, medium, and high temperatures. Based on the analysis, the Warm Mix Asphalt Concrete Binder Course with Rediset®LQ additive, also lower mixing and compaction temperature, is suitable for use on pavement layers.