Asphalt Pen Research Articles

Experimental Testing of Natural Fiber on Asphalt Mix Performance

The performance of road pavements in Indonesia pays great attention to durability and high safety for users, considering the high rate of traffic growth every year. Utilizing natural fibers which are abundant in Indonesia in a hot mixed asphalt is one solution. This can be an alternative to asphalt content which will protect the pavement from damage, especially the surface layers which experiences collapse due to traffic loads and changes in temperature 20-50 °C. The characterization study of natural fiber in asphalt pavement is critical point for accurate fiber mixing to increase the performance of asphalt as a road surface layer. The objective of this study is evaluation the characterization and performance of three natural fibers namely coconut fiber, rice straw and palm fiber in mixtures of asphalt penetration 60/70. In this study, a mixture of asphalt with natural fibers were produced with a length variation of 2-5 mm. Diameter varied from 0.1-0.7 mm. The variation of fiber size was conducted to determine its effect on the asphalt characteristics. The addition of 0.1%, 0.2%, 0.3%, 0.4% and 0.5% fibers into asphalt pen 60/70 mixture changed the characteristics of the asphalt with wet process mixing 500 rpm in temperature 110oC. The results of characteristic test demonstrate that tensile strength of natural fibers 2.34 – 217.3 N/mm2. The asphalt concrete containing with 0.2% - 0.3% natural fibers showed value of Marshall Stability, Marshall Quotient and Marshall Immersion is significant in of performance asphalt concrete and this method can improve the quality of asphalt mixture.

Analysis of the properties of chemical content and the use of local material Kinang Jingkion as coarse aggregate against the characteristics of WC last (AC) mixture in Yalimo Regency

This study aims to analyze the nature of chemical content, analyze abrasion value and optimum asphalt content using local Kinang Jingkion as road pavement material. In this study, XRF and XRD testing methods were used to determine the chemical content of Kinang Jingkion local material, then testing the characteristics of rough aggregate to determine the abrasion value, testing fine aggregate characteristics, and testing asphalt pen 60/70 and marshall test to determine the optimum asphalt content (KAO). The tests obtained the results of comparative data analysis between laboratory tests and literature standards that meet the eligibility requirements. The results showed that: First, the results of XRF and XRD analysis on Wilihingke samples, 0.15 mm granules, 2.36 mm granules, and Kinang Holuwon found that all chemical elements contained in the four samples were solid metal inorganic chemical elements. The results of this analysis prove that the four samples, which are fine aggregates and coarse aggregates, do not contain organic substances. Where the results of this analysis are by the requirements of aggregates which are one of the components in the concrete mixture, where the aggregates used must meet certain conditions, one of which must not contain excess organic matter because it can undergo decay by bacteria using dissolved oxygen; Second, from the test results obtained, the aggregate wear value (abrasion) was 32.69%; Third, based on the test results, the value of the Marshall parameter with Optimum Asphalt Content (KAO) obtained a value of 6.125%.

EXPERIMENTS USING ABS PLASTIC SEEDS (ACRYLONITRILE BUTADIENE STYRENE) AS ADDITIONAL MATERIALS IN PORUS ASPHALT MIXTURE

Increasing the strength of the porous asphalt mixture in the field of road contraction, in this context, porous asphalt is often used as road pavement. ABS plastic pellets (Acrylonitrile Butadiene Styrene) have the same properties as asphalt, namely, thermoplastic has a penetration value equivalent to asphalt pen 60/70, plays an important role in road pavement adhesives as an alternative and has high strength and is resistant to deformation itself. The objective of the experiment was to determine the characteristics of Marshall on optimum asphalt content (KAO) and the effect of adding ABS plastic pellets on the performance of porous asphalt was reviewed based on the Marshall test, Cantabro Loss and Asphalt Flow Down. The research used experimental testing methods in the laboratory. The research was conducted with asphalt pen content of 60/70, namely 4%, 4.5%, 5%, 5.5% 6% and additional levels of ABS plastic pellets 0%, 2%, 4%, 6% and 8%. From the planned grade for the addition of ABS plastic pellets mentioned above, the optimum bitumen content is obtained, namely 6% with a VIM value at 6% content of 23.61%, for a VMA value of 27.20%, for a stability value of 924.95 kg and the flow value obtained was 3.23 mm while the MQ value was 311.15 kg/mm. with standard or parameters namely AAPA 2004(Australian Asphalt Pavement Association).

Simulation of the Time Needed for Long-Term Asphalt Ageing in the Rolling Thin Film Oven Relative to That of the Pressure Ageing Vessel.

Rheological test standards require asphalt samples, both original and under ageing conditions. The most common laboratory equipment in specifications for short-term and long-term ageing simulation tests are the rolling thin film oven (RTFO) and the pressure ageing vessel (PAV). However, the cost of acquiring PAV and the duration of long-term ageing tests can be a limiting factor. This work aimed to establish the equivalent time of the long-term ageing test in the RTFO that corresponds to the PAV. For this, the Brazilian asphalt PEN 50/70, specified by penetration, was aged at different times (85, 170, 255, and 340 min) in the RTFO at the standard temperature (163 °C). For each time, using a dynamic shear rheometer (DSR), tests such as Multiple Stress Creep Recovery (MSCR) and Linear Amplitude Sweep (LAS) were performed, and the rheological properties (complex modulus (G*) and phase angle (δ)) were measured. The same tests were conducted on the samples aged in the long term and in the PAV. The test parameters obtained from applying different times while using the RTFO were compared with the PAV results, and the equivalent time was settled through linear regression, resulting in 300 min. In order to confirm the equivalent time, samples aged in the RTFO for 300 min were assessed using the same rheological tests, and the parameters were compared to those obtained after PAV ageing. At the equivalent time, the difference between RTFO and the PAV for the rutting parameter (G*/sinδ, 58 °C) was 6%, while for the fatigue parameter (G*.sinδ, 19 °C), the difference was 1.0%. The MSCR non-recoverable creep compliance parameter differences, considering stress levels of 0.1 kPa and 3.2 kPa, were 9.7% and 11.7%, respectively. For the fatigue life obtained in the LAS test at strain levels of 1.25% and 2.5%, the difference between RTFO and PAV, at the equivalent time, was 7.6% and 7.8%, respectively. For the Brazilian unmodified asphalt PEN 50/70 and parameters evaluated in this work, 300 min is the equivalent time that simulates long-term ageing in the RTFO.

COMPARATIVE ANALYSIS OF THE USE OF BUTON ROCK ASPHALT (BRA B 5/20) IN BANGKA BELITUNG ISLAND WITH GENERAL SPECIFICATIONS 2018 REV.02 (CASE STUDY: ROAD AND BRIDGE PRESERVATION)

The condition of the National road performance index of Bangka Belitung Province in 2020 decreased to 97.35% (584.49 km) and unstable conditions to 2.65% (15.9 km in the damaged category). One way to improve the stability of national roads is by preserving roads and bridges, namely Road Rehabilitation. In the road and bridge preservation work, a mixture of hot asphalt and asbuton was used, namely Asphalt Concrete-Wearing Course (AC-WC) with Buton rock asphalt, the type of buton asphalt used in this study is Asphalt pen. 60-70 with Buton Rock Asphalt (BRA B 5/20). This study aimed to determine the comparative analysis of the use of Buton Rock Asphalt (BRA B 5/20) in Bangka Island with General Specifications 2018 Rev.02 (Case Study: Road and Bridge Preservation). This research used literature study method. The result showed the application of the use of Buton Rock Asphalt (BRA B 5/20) in the case study of the road and bridge preservation package following the general specifications of 2018 rev 02. Based on the analysis results from the Marchall test of the JMF (Job Mix Formula) asphalt mixture AC-WC Asbuton, the graphic results showed that 4 (four) points following the General Specifications 2018 Rev.02, namely the average value of marshal stability obtained by 1,252 Kg has met the requirements namely 800 Kg; the average value of the cavity filled with asphalt (%) was 72.55% and has met the requirements, namely at least 65%; the average value of the cavity in the Aggregate (VMA) (%) was 15.61%, has met the requirements, namely at least 15.00%; and the value of the remaining Marshall Stability (%), after immersion for 24 hours, 60 oC obtained 90.16% was following table 6.3.3.1c) Requirements for the properties of mixtures Laston (AC) General Specifications 2018 Rev.02.

Properties of recycled hot asphalt mixture added with mastic asphalt component

The use of natural aggregates can be reduced by utilizing Reclaimed Asphalt Pavement (RAP). In field, there have been many simple recycling applications of RAP with addition of new asphalt and stone ash as road pavement on community housing areas. The objective of this experiment is to provide engineering properties of the mixture. Asphalt pen 60/70 was softened or rejuvenated with 11% SAE 10 engine oil, to obtain asphalt pen 180/200. The mixtures were produced by adding the RAP with 10% and 20% rock ash and soften asphalt, in hot mix process. The added asphalt content was varied by 2%, 2.5%, 3%, 3.5% and 4% by weight of the RAP, and compacted at 2x50 Marshall blows. The mixture of RAP with 10% stone ash at 3% added asphalt gave better performances compared to the mixture with 20% stone ash, in which the stability value was 3380.5 kg, flow 3.08 mm, Marshall Quotient of 1097.65 kg/mm, VIM 3.077%, VMA 18.95%, VFB 83.84%, Cantabro 9.02%, ITSM 5422 MPa, creep slope 0.267, and fatigue with load of 700; 900; 1100 KPa failed at 6101; 1471; 831 load repetitions. The mixture well meet the specification for typical mixtures for low to medium trafficked roads.

THE EFFECT OF SEA WATER IMMERSION ON BUTON ASPHALT (AS-BUTON) MIXTURE

One of the causes of flexible pavement damage is being submerged in water with a high acidity, such as seawater. To overcome this condition, a study on the use of buton asphalt (as-buton) was conducted. The advantages of as-buton are that it has higher adhesion and is more resistant to temperature changes. As-buton modification by mixing Lawele as-buton Southeast Sulawesi with oil asphalt pen 60/70. This study focuses on determining the effect of the addition of as-buton to the modified asphalt mixture and the effect of seawater immersion on as-buton mixture based on the Marshall characteristic test. The percentage by weight of as-buton used is 5%, 7.5%, and 10%. The immersion was carried out in freshwater and seawater immersion for up to 24 hours at a temperature of 30°C. The result of this study show that the addition of as-buton increase the value of stability, void in mixture, Marshall quotient (MQ), and void in mineral aggregate, but reduce the flow, void filled with asphalt, and density. The increase of stability and MQ value in seawater-immersion due to the addition of as-buton was higher than that in freshwater. The stability value of the 10% modified as-buton mixture in freshwater-immersion increased by 169.338 kg (14.61%) and in seawater-immersion increased by 1261.669 kg (55.65%). The flow value in freshwater-immersion decreased by 1.9 mm (25.33%) while in seawater-immersion decreased by 1 mm (14.08%). For further research, variations in the addition of as-buton will be carried out to produces a modified asphalt mixture.

Mechanistic Rheological Evaluation of Asbuton Modified Asphalt on Stiffness Modulus of Asphalt

Asphalt rheology greatly affects the performance of asphalt mixtures. One of the properties and behavior of asbuton is visco-elastic which is a rheological parameter. Asbuton's visco-elastic properties will affect the durability of the pavement layer. Therefore, knowing the rheological properties of pure asbuton, especially the proportion of visco-elastic asbuton, is expected to improve the rheological properties of oil asphalt. This study aims to evaluate the mechanistic rheology of asphalt modified Asbuton on the stiffness modulus of asphalt. The methodology used in this study is an experimental method, with asphalt mechanistic rheology testing. The results showed that the asphalt stiffness modulus (E*) increased with the addition of Asbuton content. In addition, a review of the effect of temperature with the asphalt stiffness modulus (E*) shows that the higher the test temperature, the lower the asphalt stiffness modulus (E*). Based on the minimum criterion limit of asphalt stiffness modulus, the optimum level of asbuton addition is obtained, which is 30% asbuton content into asphalt pen 80/100.

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.

DEVELOPMENT OF ASPHALT MIX STIFFNESS MODULUS MODEL USING SLAG MATERIALS AND RECLAIMED ASPHALT PAVEMENT

One of the design parameters using mechanistic methods for structural evaluation of asphaltpavement is the modulus value obtained from the DSR test for asphalt modulus and UMATTA test for mixturemodulus. Tests were carried out on hot mix asphalt with sixteen combinations using reclaimed asphaltpavement, EAF slag and a combination of both with a percentage of up to 30%. The result of the mixturemodulus showed that the mixture with a combination of slag and Reclaimed Asphalt Pavement (RAP) gavebetter performance compared to the control mixture using asphalt pen 60/70 and natural aggregate. Thedevelopment of the mixture modulus model was analyzed statistically with the classical assumption test andthe determination of dependent variables based on the existing theoretical model. The asphalt stiffness moduluswas taken from the calibrated DSR test results, asphalt mix volumetric plus the variables of the RAP and slagpercentage in this study. Of the several models obtained, there were two different mixture volumetricparameters the void in mix and void filled with asphalt in the mixture both models were validated to thestiffness modulus of the mixture. From the test results obtained, the closest ratio range was the stiffnessmodulus of mixture model with the void in mix parameter.

The Effect of Combining Coal Fly Ash and Lokan Shells As Filler Towards The Mixture Of Asphalt Concrete Wearing Course

Sustainable construction is expected to create a quality environment so that environmental sustainability is maintained. The use of coal as fuel for PLTU have a negative impact on the environment, because it produces waste in the form of fly ash and bottom ash. Lokan freshwater is widely used as a food ingredient. This research study a mixture of AC-WC asphalt using coal fly ash and lokan shell ash as a filler. Research is needed to determine the durability and performance of the pavement that uses these waste materials by using asphalt pen 60/70 as a binder. This study uses Marshall Method and using three variations in the percentage of coal fly ash and lokan shell ash to the total filler. The highest stability obtained at V1 with a value of 1,389.158 kg. Marshall test conducted on the AC-WC blend on OAC for the mixture variation of V1, V2, V3, disclosed that Stability, flow, MQ, VMA and VFB values were acquiescent to the required specification. For the value of VIM on V1 and V3 were not acquiescent to the required spesification. The coal fly ash and lokan shells as filler recommended for alternative material on a mixture of AC-WC.

Chemical, morphological, and high temperature rheological behaviour of Bioasbuton® as an alternative binder for asphalt concrete in Indonesia

Asbuton is a natural asphalt from mountains/rocks on Buton Island, Indonesia, with deposits of 677.247 million tons with an estimated bitumen content ranging from 15% to 35% or equivalent to 170 million tons of asphalt. The use of granular asbuton in an asphalt mixture requires modifier/rejuvenating material with low viscosity so that it can enter the asbuton granules more easily and can soften the asbuton bitumen and mobilize it evenly in the asphalt mixture. Coconut shell biobinder (BioCS) is a bio-oil fraction produced from fast pyrolysis of coconut shell, with the ability as a modifier/rejuvenator. The use of BioCS for granular asbuton on asphalt mixtures can be an alternative environmentally friendly road pavement technology. Before conducting tests on the asphalt mixture, it is necessary to test the characteristics of the asphalt binder, which is bioasbuton®, which is a binder from BioCS with asbuton bitumen at an optimum composition that can be used as an alternative binder for asphalt mixture. The tests include a chemical structure test using fourier-transform infrared spectroscopy (FTIR), a morphological and elemental content test with scanning electron microscope (SEM) and energy dispersive x-ray (EDX) analysis, a basic physical properties test with a basic rheological test, and a mechanistic physical properties test through dynamic shear rheometer (DSR) temperature sweep. As an asphalt binder base, the asphalt pen 60/70 was used which was then compared with bioasbuton® and asbuton bitumen. The test results show that the characteristics of bioasbuton® are better than asbuton bitumen and meet the specifications of pen 60/70. Based on the results of this study, prove that bioasbuton® as an alternative asphalt binder that has good potential, especially at high temperature performance.

Improving strength of porous asphalt: a nano material experimental approach

Porous asphalt (PA) has potential to be utilized in many urban area in Indonesia which often faced high street runoff during rainy season. PA is an environmentally friendly tool for stormwater management. A typical porous pavement has an open-graded surface over an underlying stone recharge bed. The water drains through the porous asphalt and into the stone bed, then, slowly, infiltrates into the soil. However, despite of the benefit of porous asphalt, there is still weaknesses, such as less of service life than dense-graded asphalt due to its lower durability and strength. In order to improve durability and strength of PA, this study investigates the effect of using fly ash (FA) class F in porous asphalt (PA) mixture as replacement of common filler. Since asphalt pen 60/70 is mainly binder material in Indonesia, it is used as the default for all samples in this experiment. The optimum bitumen content (OBC) was determined for all the mix by Marshall mix design. In view of the nanomaterial approach, samples were then prepared for the same optimum bitumen content (5.85%) by using Bina-Marga’s PA standard in control mix as well as natural FA and treated FA as alternative filler in modified mixes. Treated FA itself has been milled using transversal ball mill machine for 3 to 6 hours. Experimental results indicated higher stability value and reduction of permeability with the same OBC for the mixture having treated FA as filler content in comparison with standard mix and natural FA mix. It is proposed that additional finer material of treated Fly ash as alternative filler added into asphalt mixture resulted in improvement strength. In order to do that, the required amount of treated Fly ash should be less than 200 grams.

The Evaluation of Mechanical Rheology on Rubber Asphalt Modification

Scientifically natural rubber can be used as an asphalt modifier. Natural rubber production in Indonesia is dominated by crumb rubber products. Based on the technology developed by the addition of natural rubber can improve the rheology properties of asphalt. Therefore, this research used SIR 20 crumb rubber by evaluating the mechanistic rheological properties of asphalt mixtures. The purpose of this research to analyze of effect adding crumb rubber to asphalt Pen 60/70 toward the mechanistic rheology parameters to analyze the bitumen stiffness modulus (E *) that occurs with rubber modified asphalt.In order to obtain optimum levels of addition of rubber into asphalt pen 60/70. The method of this research was carried out in two stages, the first was to make a mixture of Pen 60/70 asphalt and crumb rubber on a variation of crumb rubber content, namely 0%, 4%, 6%, 7%, 8%, 9%, 10%, and 20 % while the second is to test the mechanical rheological properties performed with a Dynamic Shear Rheometer (DSR). The results of this study indicate that the value of Bitumen Stiffness Modulus (E *) has decreased in line with the addition of SIR 20 Crumb Rubber content. The optimum level of addition of SIR 20 crumb rubber is on adding 9% of SIR 20 crumb rubber content to asphalt pen 60/70.

Rheological Characteristics of Reclaimed Asphalt Pavement (RAP) Evaluation using Reclamite Rejuvenating Material

Using reclaimed asphalt pavement (RAP) does not only reduce costs but is also environmentally friendly. In its use, it is very important to know the empirical and rheological properties of the asphalt. The testing in this study used a Dynamic Shear Rheometer (DSR) to test asphalt pen 60/70, RAP and Reclamite rejuvenating material mixed with RAP. The results of the pen asphalt 60/70 empirical test met the Bina Marga 2010 General Specifications of Roads and Bridges, while the RAP showed the characteristics of an aging asphalt. In the rheological test based on SUPERPAVE, from the value of the performance grade (PG), it was found that Reclamite reduced the critical temperature value on RAP, so the PG value was the same as the asphalt pen 60/70. The master curve results also showed that Reclamite can reduce the RAP stiffness modulus near the value of asphalt pen 60/70 stiffness modulus. Meanwhile, as seen from the results of the black diagram, the original condition has a range of phase angle (δ) greater than the RTFOT and PAVT conditions because the asphalt has undergone aging. At the same Sbit, asphalt pen 60/70 has a greater (δ) than RAP, while for RAP added with Reclamite, the value is between the RAP and asphalt pen 60/70 value. This illustrates that the Reclamite rejuvenating material makes RAP more viscous.

Experimental characteristic of PET plastic bottle waste addition on asphalt concrete wearing course compound

Optimization of bottle plastic waste with Polyethylene Terephthalate (PET) type as additional material for asphalt can be performed by running a test on modified plastic bottle waste for further usage as the asphalt compound. Besides, Indonesia is placed second in the world rank for producing plastic waste into the sea so that waste domestication becomes a necessity to reduce the increasing amount of waste. Moreover, inserting plastic bottle waste is to get the durability of pavement structure in case of deformation tolerance in the traffic load. The study is oriented to the plastic bottle waste called Polyethylene Terephthalate (PET). The study utilizes the wet process method as asphalt additional material. The present study is executed on the Asphalt Concrete Wearing Course compound by using 60/70 asphalt pen which is modified with PET plastic bottle waste by 0%, 3%, 6%, 9% and 12% levels. The study aims to investigate the Marshall parameter of asphalt concrete characteristics with various asphalt PET modifications. The result of the Marshall parameter shows that asphalt optimum level (AOL) for asphalt 0 % is about 5.9, PET asphalt of 3%, 6%, 9%, and 12% is about 5.95. Based on the analysis, the optimum level of asphalt concrete compounded with 9% PET has improved stability value of 33% between the usage of optimum modified asphalt and asphalt pen by 60/70.

Performance of Ashpalt Concrete Wearing Course on the effect of duration of water immersion

Asphalt concrete as a wear layer, known as the Asphalt Concrete-Wearing Course (AC-WC) with a minimum nominal thickness of 4.0 cm. However, the use of AC-WC layers in the pavement structure is often faced with problems of performance degradation due to the development of various types of damage during the service life one of them is a result of the effect of water. In general, water has a negative effect on road pavement construction. Standing water can be caused by high rainfall, poor drainage systems, high groundwater levels, and water runoff. This research aims to look at the performance of the physical and mechanical properties of testing Marshall characteristics on a mixture of asphalt pen 60/70 wear layer (AC-WC) on the duration of water immersion from three different types of water. The specimen was carried out immersion testing from three types of water, namely clean water, brown flood water and black air with 30 minute immersion standards with variations of 1 day, 7 days, 14 days, 21 days and 30 days. The study outcomes shows several conclusions: (1) From the Marshall test results the physical properties obtained showed that the longer the immersion time the greater the VIM value obtained, the increase occurred in the type of brown flood water with the lowest Ph. Whereas the value of VFB in brown flood water immersion decreased the most as the duration of the immersion; (2) The mechanical properties of the Marshall test results are stability values still meet the standards, while for the value of melt and MQ black flood water immersion is the most influential on the asphalt mixture.

Characteristic of Coconut-Shell Ash as Filler and LDPE Plastic Waste as Substitution Materials of Porous Asphalt Mixtures

Porous asphalt is designed to have a relatively higher porosity than other pavement types, this porous property is obtained because the proportion of fine aggregate is less than other types of mixtures. In an effort to increase the strength of porous asphalt pavement structures, it is required to use other added materials both as additives, stabilizers and substitution materials. In this study, the added material used was low density polyethylene (LDPE) plastic waste as a substitute for asphalt and coconut-shell ash (CA) as filler substitution material. Stone ash, cement and fly ash are commonly used as fillers in asphalt mixture, CA is expected to be one of the alternatives. This study aims to determine the characteristics of using LDPE into asphalt pen. 60/70 and the use of 50% CA filler on the characteristics of porous asphalt mixture and to find out indications of deficiencies and strengths in the asphalt mixture. On the initial bitumen content without using substitutes, the optimum bitumen content (OAC) was 5.76% with the variation used of LDPE 3%, 5% and 7% and 50% CA as filler. At OAC value 5.76% with 3% LDPE substitution meet all required parameter. With the value of Marshall Stability, VIM, Flow, AFD, and CL are 560.50kg, 18.61%, 4.3mm, 0.22% and 19.69% respectively.

Improving Strength of Porous Asphalt: A Nano Material Experimental Approach

Porous asphalt (PA) has potential to be utilized in many urban area in Indonesia which often faced high street runoff during rainy season. PA can be a solution for storm water management. A typical porous pavement has an open-graded surface over an underlying stone recharge bed. The water drains through the porous asphalt and into the stone bed, then, slowly, infiltrates into the soil. However, despite of the benefit of porous asphalt, there is still weaknesses, such as less of service life than dense-graded asphalt due to its lower durability and strength. In order to improve durability and strength of PA, this study investigates the effect of utilizing fly ash (FA) class F in porous asphalt (PA) mixture as replacement in aggregate gradation and perform as filler. Mechanical activation (grinding) of fly ash was performed resulting in reduction of particle size. This material gives more strength since the more of surface area that can bind in finer particle size. Utilizing fly ash into nanomaterial is one of the methods for this study. Material approaches for nanomaterial were proposed by breaking up larger particles with physical processes such as grinding or milling. This is called mechanical activation. Since asphalt pen 60/70 is mainly binder material in Indonesia, it is used as the default for all samples in this experiment. The optimum bitumen content (OBC) was determined for all the mix by Marshall mix design. In view of the nanomaterial approach, samples were then prepared for the same optimum bitumen content (5.85%) by using Bina-Marga’s PA standard in control mix as well as natural FA and modified FA as alternative filler in modified mixes. modified FA itself has been milled using transversal ball mill machine for 3 to 6 hours. This experimental study indicated higher stability value and reduction of permeability with the same OBC for the mixture having modified FA as filler content in comparison with standard mix and natural FA mix. All sample conformed with Indonesian asphalt porous Specification. This trends will become as a starting point for improvement in the future research. For further research, binder modification with added material such as rubber or nanoparticles are highly recommended to improve strength and durability of asphalt porous. However, another method need to be proposed for reduction of particle size in fly ash into nanomaterial range.