Asphalt Concrete Wearing Course Research Articles

The Impact of Utilizing Waste Tire and Solid Natural Rubber as Asphalt Binder Substitutions on the Asphalt Concrete-Wearing Course Mixtures

The Impact of Utilizing Waste Tire and Solid Natural Rubber as Asphalt Binder Substitutions on the Asphalt Concrete-Wearing Course Mixtures

Marshall Performance Analysis Of Eggshells And Cement As Filler In Asphalt Concrete Mixtures (AC - WC)

Roads are transportation infrastructure whose needs in Indonesia continue to increase, along with the increasing number of vehicles. Road construction is a construction that receives traffic loads, therefore it is expected that a road pavement layer must have a strong pavement construction and be able to receive loads from traffic users. AC-WC (Black-top Concrete - Wearing Course) asphalt layer is a road pavement construction consisting of asphalt composition, coarse aggregate, fine aggregate and filler. Fillers in asphalt mixtures function to increase the binding power of AC-WC asphalt, so as to improve mixture stability and fillers can fill the voids between aggregate particles, filler commonly used is stone ash. This research will be conducted with the addition of broiler eggshell filler and porland cement in the Asphalt Concrete wearing Course (AC-WC) mixture. The research was conducted with an experimental method conducted in the Civil Engineering laboratory of Abdurrab University. The specification used in this study is Public Road Revision 2 Year 2018, The optimum asphalt content (KAO) used was 6.5%. Based on the results of the study, the largest marshall stability and melting value is found in the 100% cement filler variation, which is 1772.7 Kg and the value of flow value (melting) 3.77 mm while the largest marshall quotient (MQ) value is found in the 25% eggshell filler variation, 75% cement, which is 529.2 Kg/mm.

Pengaruh Sekam Padi & Serbuk Kayu Sebagai Substitusi Filler pada Campuran Laston AC-WC

Asphalt Concrete Wearing Course (AC-WC) is a flexible highway pavement, where this pavement is a combination of: Asphalt, fine aggregate coarse aggregate, and (filler). In this study, the replacement of Portland cement filler was carried out as an experiment with alternative materials, namely rice husk ash and wood sawdust. Where in this research mixture the percentage of cement filler is 2% replaced using 2% SP ash, 2% SK ash, 1% SP ash: 1% SK ash, in terms of Marshall properties In accordance with the standard requirements of General Specifications 2010 (revision 3) Section 6.3 Hot bituminous mix. From the Marshall test results, the highest stability value was 938.71 kg and a flow value of 2.83 mm by substituting 2% SP ash filler, where the resistance was better than the standard 2% cement filler mixture with a stability value of only 889.68 kg . The VIM value obtained was 3.57%, although it met the standard, the VIM value indicated that the 2% rice husk ash filler substitution mixture was not watertight. It can be seen that the high VMA value of 23.30% indicates the large number of cavities in the AC-WC mixture. Where the greater the percentage of VIM and VMA, the lower the adhesiveness of the asphalt mixture by substituting Cement filler using SP ash, as evidenced by the VFA value of only 52.41% which does not meet standard specifications, because the voids created will be filled with air or water. Replacement of 2% SP ash filler obtained a Marshall Quotient value of 333.70 kg/mm which met the specification standard, namely Min 250 kg/mm but higher than the normal 2% cement filler mixture which was only 258.23 kg/mm.

The effect of using Low-Density Polyethylene (LDPE) on the AC-WC Marshall performance

The increasing population in Indonesia has resulted in the volume of vehicle traffic increasing. This condition causes problems with the quality of road pavement which is influenced by vehicle traffic loads. The Asphalt Concrete - Wearing Course (AC-WC) layer is the second wear layer on asphalt concrete and the top layer on flexible pavement. The aim of this research is to determine the effect of adding Low-Density Polyethylene (LDPE) plastic waste on the crack value, durability and resistance of AC WC Penetration 60/70 asphalt from Marshall characteristic analysis. This research was carried out using LDPE plastic waste additives with LDPE variations of 2%, 4%, 6%, 8% and 10% with a planned asphalt (Pb) content of 5% and a total test object weight of 1200 grams. This research uses experimental and trial and error methods. From the research results, it is known that the LDPE plastic content that meets the standards is 4% plastic content with a Void In Mix (VIM) of 5%, Void in The Minerale Aggregate (VMA) 15.2%, Void Filled with Asphalt (VFA) 67.1%, Marshall stability 1036.6 Kg, flow 3 mm, and Marshall Quotient 345.5 Kg /mm. With 4% LDPE plastic content, it can increase the minimize asphalt cracking.

Pengaruh Penggunaan Limbah Plastik LDPE sebagai Modifikator Campuran AC-WC

In recent years, the increasing amount of plastic waste in many cities in developing countries, including Kupang City, has become a serious environmental problem. The use of plastic waste as a pavement material is one solution to deal with the problem of plastic waste. One type of plastic that can be used as an asphalt mixture modification material is Low Density Polyethylene (LDPE). This research aims to determine the use of LDPE plastic waste modified with AC-WC (Asphalt Concrete-Wearing Course). Five variations of AC-WC mixture were made based on LDPE plastic waste content of 6, 7, 8, 9, 10% based on optimum bitumen content (OBC). Marshall test method was used to determine the OBC and to evaluate the marshall characteristics of LDPE modified AC-WC. The OBC of conventional AC-WC was found to be 5.23% by weight of total aggregate while the ptimum plastic modified bitumen content (OPMBC) of LDPE modified AC-WC was 7.45% by weight of OBC. AC-WC modified with 7.45% LDPE waste had 47.98% higher OPMBC compared to conventional AC-WC

Structural Analysis and Service Life Prediction of Rubberized Thin Surfacing Hot Mix Asphalt

Rubberized thin surfacing hot mix asphalt (RTSHMA) is a type of flexible pavement that is currently being developed. It can provide the same good performance as asphalt concrete–wearing course (AC-WC). Based on previous research, the use of crumb rubber in the asphalt mixture can provide several advantages, such as increasing the flexibility of the mix so that the pavement is more resistant to cracking. Based on research showing the advantages of rubberized asphalt, the idea emerged to apply it in the field, namely on the Palur–Sragen City Boundary section as wearing course. The method of analysis in this study was modeling the pavement structure with the KENPAVE and BISAR 3.0 programs. The analysis results showed that the AC-WC model and RTSHMA model have the same good performance because both of them have a service life of more than twenty years, which is the standard for flexible pavements. However, RTSHMA has an advantage, i.e., the thickness layer is 25% thinner than AC-WC’s. With a thinner layer than AC-WC but the same good performance, RTSHMA is worth considering as an alternative pavement, especially for overlays.

Industrial Waste As Filler And Pamekasan Aggregate In The Mixture Asphalt Concrete - Wearing Course In Terms Of Marshall Characteristics

Utilization of hot mix asphalt in Pamekasan has increased due to the expansion of road networks for construction and maintenance purposes. The commonly used hot asphalt is AC-WC (Asphalt Concrete - Wearing Course), which serves as the hot asphalt layer for the pavement construction. Historically, the production of hot asphalt mix in Pamekasan involved obtaining materials from outside the Madura region, leading to high production costs. In response to this issue, there is a need for innovation in the composition of hot asphalt mix materials to enhance cost efficiency, especially considering the abundant quantity of materials available in Pamekasan. An innovative approach includes using crushed stone from Pamekasan as an aggregate in hot asphalt mix and incorporating waste materials such as Batumarmar limestone powder and fly ash as fillers. The utilization of local materials from Pamekasan and waste is expected to reduce production costs. For this purpose, 45 samples were created with different percentages, and the Marshall test method was employed to determine values such as density, flow, VMA (voids in mineral aggregate), VIM (voids in mineral aggregate filled with asphalt), VFA (voids filled with asphalt), and stability. Based on the test results, the Optimum Asphalt Content (OAC) was found in a mixture with 4% filler variation and 6% asphalt, yielding a density of 2.287, stability of 917 kg, flow of 3.467 mm, Marshall Quotient of 250.09 kg/mm, VIM of 3.67%, VMA of 15.18%, and VFB (voids filled with bitumen) of 77.68%. Another optimum mixture was identified with a 6.1% asphalt and 10% filler variation, resulting in a density of 2.280, stability of 1,127 kg, flow of 4.50 mm, Marshall Quotient of 250.45 kg/mm, VIM of 3.66%, VMA of 15.16%, and VFB of 76.70%. Additionally, a 6.2% asphalt and 10% filler variation produced a density of 2.285, stability of 1,061 kg, flow of 4.00 mm, Marshall Quotient of 365.28 kg/mm, VIM of 3.31%, VMA of 15.64%, and VFB of 78.84%.

Investigation on the Performance of Limestone as Filler on Various Pavement Mixtures

Abstract Additives added to the flexible pavement mixture aim to increase the strength of the pavement. Limestone which is a sedimentary rock consists of the mineral calcium carbonate (calcite) or the double carbonate of calcium and magnesium (dolomite). The use of limestone in pavement mixtures is expected to increase the performance of Marshall parameters. This study aims to determine the suitability of limestone as a filler for 3 types of pavement mixtures, namely Asphalt Concrete Wearing Course, Hot Rolled Sheet and Split Mastic Asphalt. In this study, the limestone used was sourced from Jorong Durian, Nagari Kamang Mudiak, Kamang Magek District, Agam Regency, West Sumatra Province. The tests were carried out using following variations of limestone; 0%, 25%, 50%, 75%, 100% of the total amount of filler in the mixture. The results of the study using limestone as filler obtained at an optimum content of 29% for AC-WC, 22% for HRS, and 82.5% for SMA. In addition, AC-WC pavement was found to the best increase in Marshall stability performance. Therefore, it can be concluded that limestone from Kamang Mudiak is most suitable to be added to AC-WC pavement mixtures.

THE EFFECT OF SEAWATER SOAKING ON THE STABILITY OF AC-WC MIXTURES USING KOYA AGGREGATE, JAYAPURA CITY

Roads are the basic infrastructure in driving the regional economy, so a good pavement structure is needed. One of the factors of road damage is standing water, for roads around the coast are likely to be inundated by sea water. Asphalt Concrete Wearing Course (AC-WC) is one of the concrete asphalt layer which is able to provide good carrying capacity and waterproof layer for road structures. Some areas in kota Jayapura such as Koya have a large number of local aggregates. This study used oil asphalt as a binder, local aggregate for hot asphalt mixture, and saw the effect of sea water immersion in the asphalt mixture. The purpose of this study is to determine the volumetric value and Marshall value of the Laston AC-WC mixture against sea water immersion and without immersion. The material used is oil asphalt from PT. Pertamina and local aggregates from the Koya area. The research carried out is an experimental test in the laboratory, where the resulting asphalt concrete mixture (AC-WC) will be treated with sea water immersion, then Marshall characteristics testing will be carried out to determine its durability value. Based on the tests carried out, the results showed that the volumetric value and the marshall value of the samples treated with immersion did not provide a significant difference in values compared to normal samples. The results of the marshall value, namely the stability of all asphalt levels meet the specifications, while for flow only the asphalt content of 5.5% and 6% both by soaking and without soaking.

Marshall Characteristics of Asphalt Concrete – Wearing Course (AC-WC) With Substitution of Silica Sand as Fine Aggregate

Marshall Characteristics of Asphalt Concrete – Wearing Course (AC-WC) With Substitution of Silica Sand as Fine Aggregate

Penggunaan Kapur Palupuh dan Kapur Rao-Rao pada Asphalt Concrete - Wearing Course

Indonesia has the many area of the lime production including in the West Sumatra Province. The use of lime as a filler in asphalt mixtures is expected to improve the performance of asphalt mixtures. There are two types of lime used, namely Palupuh and Rao-Rao limestone. This study aims to see the effect of using these 2 types of lime as a filler on Asphalt Concrete-Wearing Course (AC-WC) pavements mixture. The bitumen used is Pen 60/70. Marshall testing was carried out to see the characteristics of the pavement mixture. From Marshall's testing on a pavement without lime, has an optimum asphalt content of 6.015%. Furthermore, with a variation of lime 0%, 25%, 50%, 75%, 100% by weight of filler for both types of lime gave an optimum lime content yield of 50% with an increase in stability of 12.024% and flow of 19.375% for Palupuh lime. Meanwhile, the use of Rao-Rao lime cannot improve the Marshall stability of the AC-WC pavement mixture

Analisis Subtitusi Limbah Plastik (LDPE) terhadap Karakteristik Marshall Pada Campuran Laston AC-WC

Waste which is a disposal material from production, both from nature and human activities that are not used, can cause heaps and piles of waste that some cannot be recycled, so that it can have a negative impact on society if it is not managed properly. Therefore, the authors use waste as a mixture in making laston or AC-WC. In this study used plastic waste type Low Density Polyethylene (LDPE) which is often found in the surrounding environment. The asphalt layer used is Laston Wearing Course (AC-WC) which is commonly used for high traffic levels. Variations in the levels of plastic waste used are 0%; 5%; 7.5%; 10% of the total weight of the asphalt plan. The stages in this research include the physical test of the material, checking the AC-WC specifications referring to the general specifications of Bina Marga 2018, and Marshall testing. The method used in this research is the wet method. The results of this study found the optimum asphalt content used as a mixture with the addition of LDPE plastic waste, namely 6.3% asphalt content. Marshall test results show a better level of stability than conventional asphalt. This can be proven by the results of testing using Marshall. the average stability value is 1,884,53kg. Where this value increases compared to the stability value in the mixture without the addition of LDPE which is 1,787,39 kg.Keywords: Asphalt Concrete Wearing Course, Low Density Polyethilene (LDPE), Marshall Parameters

Performance of Asphalt Wearing Course Against The Immersion Effect Of Tide Water (Rob) With Added Materials Polyethylene And Fine Aggregate Slag

Rob or tide water is a flood of seawater or rising sea level caused by high tide inundating land. Heavy traffic and tidal immersion on main roads result in permanent deformation require quality asphalt that is resistant to tidal immersion and traffic loads. The use of a combination of LDPE and aggregate slag is an unprecedented update. Polyethylene (PE) plastic waste provides water resistance therefore the combination can be a new Job Mix Formula that is able to withstand tidal immersion (rob) allowing it to be used in the construction of road structures (Flexible Pavement). The duration of immersion is 7 days, 14 days and 21 days and the soaking method consists of immerse with a continuous pattern and soaking with a periodic / cyclic pattern (intermittent). Job Mix Formula that can be used on asphalt concrete wearing course modification is a combination of 50% Slag aggregate and 6% LDPE while asphalt concrete wearing course modification of 0% and 100% Slag Aggregate grades with LDPE 0%, 2%, 4%, 8%, 10% and 18% cannot be used as road pavement because it does not meet the requirements of Bina Marga technical specifications.

PENGARUH PENGGUNAAN ABU SEKAM PADI SEBAGAI BAHAN PENGGANTI ABU BATU DALAM CAMPURAN ASPHALT CONCRETE – WEARING COURSE (AC-WC) TERHADAP PARAMETER MARSHALL

Asphalt Concrete Wearing Course (AC-WC) is the topmost layer or also known as the wear layer on the pavement which must be designed to be water-resistant, weather-resistant, and strong enough to withstand the weight of the vehicle's wheels. The AC-WC mixture consists of constituent materials, namely coarse aggregate, fine aggregate and filler. In this study, rice husk ash was used as a substitute for stone dust in the AC-WC mixture with variations in the rice husk ash mixture, namely 5%, 10%, 15%, 50%, 75% and 100%. This study aims to determine how much influence and comparison of the use of rice husk ash as a substitute for stone dust in the mixture (AC-WC) on Marshall parameters. The test was carried out with guidelines on the 2018 bina marga specification. From the results of tests carried out in the laboratory, the values ​​of the marshall parameters were obtained, namely: rice husk ash could not increase the flow value, the stability value and the marshall quotient (MQ) increased with the use of rice husk ash in variation of 5%, the variation of 10% and 15% can not meet the VIM value. Variations 50%, 75% and 100% can not be tested marshall.

Effect of biorejuvenator types on microstructure, mechanistic performance, and resilient modulus prediction model of asphalt concrete containing recycled materials in Indonesia

Biorejuvenators are rejuvenating agents produced from sustainable biological raw materials. In this study, a biorejuvenator was used in recycled materials, such as reclaimed asphalt pavement (RAP), to determine its effect on the asphalt binder film thickness (ABFT) and resilient modulus (Smix) of an asphalt concrete wearing course (ACWC) mixture, which was tested at the optimum binder content (OBC). The ABFT was investigated using scanning electron microscopy and the Smix was determined from the asphalt mixture test using UMATTA at test temperatures of 20–40 °C. The asphalt mixture was prepared with RAP (0–30%), pen 60/70, aggregates, and two types of biorejuvenators, namely coconut shell bioasphalt (BioCS) and BitutechRAP (from trees). Furthermore, an Smix model was developed for each mixture type. The ABFT value obtained from the microstructural test results for each mixture corresponded with the minimum ABFT requirements for the adhesion criteria of the asphalt mixture, microstructurally demonstrating that the biorejuvenators worked well to restore the performance of 30%RAP in the ACWC mixture. Both types of biorejuvenators could activate the bitumen of the RAP (RA binder) because they could still produce Smix. The value of Smix produced from the RAP and BioCS mixture was greater than that produced from the RAP and BitutechRAP mixture. In the resulting Smix model, the influential volumetric parameters for ACWC + RAP + BioCS and ACWC + RAP + BitutechRAP were the voids in mineral aggregate and voids in asphalt, respectively. Based on the results of the microstructural, mechanistic, and Smix models, BioCS, as a local Indonesian biorejuvenator, has significant potential to rejuvenate recycled materials up to 30%.

Evaluation on the Effect of Zinc Oxide Addition to Aging Rate of Asphalt and Performance of Resilience Modulus in Asphalt Concrete–Wearing Course

This study discussed the effect of the addition of the antioxidant Zinc Oxide (ZnO) on the aging rate of AC-WC coated asphalt and found out the effect of the addition of ZnO antioxidant on the stiffness of the asphalt layer. The aging of asphalt can be caused by two main factors, namely evaporation of light oil fractions contained in asphalt and oxidation. In this study, it showed that, compared to the addition of 5% and 15% ZnO to asphalt, the addition of 10% ZnO provided the most effective results on the asphalt base affecting the rheological properties of asphalt, namely reducing the penetration value by 1 dmm, increasing the softening point of asphalt by 0.5℃ but reducing the ductility by 10 cm. In the resilience modulus test which was carried out after aging at 135℃ for 0, 24, 48, 72, 96, and 120 hours, the modulus value containing ZnO was always smaller than that of asphalt without ZnO content. The addition of antioxidant Zinc Oxide (ZnO) antioxidant to asphalt had a positive effect on the aging rate of asphalt and the performance of the open-graded AC-WC resilience modulus of asphalt mixture was effective at an additional 10% level.

Effect of compaction temperature variations on the characteristics of marshall Asphalt Concrete-Wearing Course [AC-WC] using modified asphalt (asphalt pertamina pen 60/70 with addition of 1.5% styrofoam)

<p>The road is one of the transportation infrastructures which is a basic need in community activities. Along with the development of road construction, road construction materials are needed that are more environmentally friendly and can improve the quality of the asphalt mixture. Styrofoam is one of the materials that can be added because styrofoam is a thermoplastic material. The compaction temperature is also a factor that it must consider during the implementation in the field because it will determine the level of asphalt stability.<span> This research was conducted by an experimental method using modified asphalt with a mixture of 1.5% styrofoam. The optimum asphalt content used is 6%, with compaction temperatures of 80°C, 90°C, 100°C, 110°C, and 120°C based on the plot of the Bitumen Test Data Chart (BTDC). The data analysis is based on the results of the Marshall parameter values. The test uses asphalt inspection test equipment and Marshall test equipment. The results of this study are that the lower the compaction temperature, the smaller the Marshall parameter value, and the higher the compaction temperature, the higher the Marshall parameter value. Asphalt parameters decreased. Based on the Marshall test carried out, the compaction temperature that meets the requirements of the 2018 Highways specification from a temperature range of 80°C to 120°C with an interval of 10 C is at a temperature of 110˚C and 120˚C.<em></em></span></p>

Investigasi Kuat Geser Antara Lapisan Permukaan Campuran Aspal Panas Akibat Pengaruh Waktu Penundaan dan Sebaran Tack Coat

The hot asphalt surface layer is layered and has different functions in the pavement structure. In addition to being able to distribute the vertical load of the vehicle, it must also be able to withstand the lateral load of the vehicle. The lateral load of the vehicle that is too large causes a shear force which will have an impact on the release of the bond between the layers of hot asphalt mixture. Therefore, it is necessary to conduct research to determine the shear strength between layers of hot asphalt mixture. Several factors that cause the level of bonding strength between layers of hot asphalt mixture are the distribution of the tack coat, the setting time, the type of tack coat, and the presence of adhering dirt. The purpose of this study was to determine the effect of variations in the distribution of tack coat 0.25 and 0.35 l/m2 and setting time of 60, 90, and 120 minutes on the shear strength between layers of hot asphalt mix asphalt concrete wearing course (AC-WC) and asphalt concrete base course (AC-BC). The laboratory testing method selected by using modified soil shear test equipment. The test results show that the number of distributions and the length of setting time will cause an increase in the shear strength between the hot asphalt mixture. The maximum shear strength in the distribution of 0.25 l/m2 is 0.59 kg/cm2 and the distribution of 0.35 l/m2 is 0.64 kg/cm2 with a setting time of 120 minutes. It can also be concluded that setting time has a more significant effect on shear strength between asphalt pavement layers than the distribution of tack coat.

Effect of Latex Dry Rubber Content (DRC) 30 on Marshall Parameters of Asphalt Concrete

Indonesia is one of the world’s largest latex producers. Latex can be used as an asphalt modifier on road pavements. The level of road damage in Indonesia is high. The purpose of this research was to describe the effect of using DRC-30 latex on Asphalt Concrete in terms of Marshall parameters. The test specimens are made using two kinds of asphalt concrete (AC) gradations, namely the Asphalt Concrete Wearing Course (ACWC) gradation, and the AC-Base gradation. Test data were analyzed using Marshall parameters, namely stability, flow, void in mix (VIM), and void filled with asphalt (VFA). The test results showed that latex increased the stability value in all types of gradations. Latex increased the value of Flow AC-Base, but decreased the value of flow at ACWC. The addition of latex to AC decreased the VIM value of AC-Base and ACWC. Meanwhile, the addition of latex to AC-Base and ACWC increased the value of VFA, the highest increase was for AC-Base. Based on Marshall parameters, the best performance of AC due to the addition of latex is in the AC-Base gradation.

Performance of asphalt wearing course against the immersion effect of tidal flood (rob) with added materials polyethylene and fine aggregate slag

Rob or tide water is a flood of seawater or rising sea level caused by high tide inundating the land. Heavy traffic and tidal immersion on main roads result in permanent deformation require quality asphalt that is resistant to tidal immersion and traffic loads. The use of a combination of LDPE and aggregate slag is an unprecedented update. Polyethylene (PE) plastic waste provides water resistance therefore the combination can be a new Job Mix Formula that is able to withstand tidal immersion (rob) allowing it to be used in the construction of road structures (Flexible Pavement). The duration of immersion is 7 days, 14 days and 21 days and the soaking method consists of immerse with a continuous pattern and soaking with a periodic / cyclic pattern (intermittent). The best composition for Asphalt Concrete Wearing Course obtained in continuous soaking was 50% Slag aggregate and 6% LDPE while for intermittent soaking it was 0% and 50% Slag aggregate with 6% and 8% LDPE.