Concrete Wearing Course Research Articles

Performance of High Content Reclaimed Asphalt Pavement (RAP) in Asphaltic Mix with Crumb Rubber Modifier and Waste Engine Oil as Rejuvenator

The utilisation of reclaimed asphalt pavement (RAP) as a suitable substitute for natural aggregate and binder offers an energy-saving and cost-effective approach to enhance the performance of asphalt mix. Realising the potential use of RAP as a promising recycling technique, many countries are seeking to recycle RAP as part of the global effort to address the rising challenge of climate change and contribute to a sustainable environment. This study aimed to develop an integrated approach to determine the amount of RAP to be used in an asphaltic concrete wearing course with 14 mm nominal maximum aggregate size (ACW14). The RAP was incorporated with two waste materials comprising waste engine oil (WEO) as a rejuvenator and Crumb Rubber (CRM) as a binder modifier. A total of five different mixes, which include R0 (control mix), R30, R50, R70, and R100 (replacement of 30%, 50%, 70%, and 100% of RAP aggregates in the mix, respectively) were evaluated. The Marshall parameters, resilient modulus (MR), indirect tensile fatigue, moisture susceptibility, and mass loss (ML) tests were conducted to investigate the performance of each mix. Finally, an arbitrary scale was developed to optimise the RAP content. The results showed that the Marshall parameters, moisture susceptibility, and ML values of the RAP mixes met the criteria outlined in the standard. According to the MR performance, the R50, R70, and R100 mixes were more resilient than the R0. In terms of fatigue resistance, the R30, R50, and R70 mixes showed better performance than the R0. Overall, the collective performance of all RAP mixes was above the R0 and it increased with the increment of RAP content. Therefore, it was possible to design ACW14 mixes with up to 100% RAP in combination with WEO and CRM.

Assessing the Ageing Impact on Fatigue Life of Asphalt Concrete

The fatigue life of asphalt concrete is often related to environmental condition, loading condition, ageing, material composition and properties. This work investigates the influence of short and long term ageing of laboratory beam specimens, asphalt content, and testing temperature on fatigue life of asphalt concrete wearing course. Slab samples of (30 x 40x 6) cm have been prepared, beam specimens of (40x 5x 6) cm were cut from the asphalt concrete slab samples. Beam specimens were tested for fatigue life under the influence of three levels of micro strain (250, 400, and [3]750) at (5, 20, and 30) °C before and after practicing long-term aging. It was observed that the fatigue life decreases by (85 and 97) %, (87.5 and 97.4) %, (71.4 and 95.2) % after increasing the applied microstrain from (250 to 400 and 750) μƐ for control mixture and for mixtures subjected to short-and long-term ageing processes respectively. The fatigue life increases by (142.8 and 257.1) %, (34.4 and 57.8) % and (10 and 30) % when the asphalt content increases from (4.4 to 4.9 and 5.4) % for specimens practicing the applied microstrain of (250, 400 and 750) μƐ respectively. It was concluded that the fatigue life increases by a range of (two to fifteen) folds when the testing temperature increases from (5 to 20 and 30)°C respectively.

Analysis of Asphalt Concrete Wearing Course made with Asphalt Polyurethane Modifier

Modified asphalt is one of several solutions to road damage problems. The purpose of this study was to analyze the effect of adding polyurethane to the asphalt concrete wearing course (ACWC). The analysis method used is the Marshall Parameter analysis. Marshall specimens were prepared with modified polyurethane asphalt. The polyurethane content used is 1% to 4% by weight of asphalt with a range of 1%. The results showed that modified asphalt–polyurethane can improve ACWC performance in terms of stability, flow, VIM, VMA, VFA, and MQ. The best performing polyurethane content in this study was 2%, and usage of polyurethane levels above 3% is not recommended due to having MQ which does not meet the specification requirements.

The effect of applying waste cooking oil to the pore value of pavement

In this study, additive of waste cooking oil waste in the Asphalt Concrete-Wearing Course (AC-WC) mixture emphasizes the pore content of the asphalt mixture. In this study the application of waste cooking oil waste by 1%, 2%, 3%, 4%, and 5% of the optimum asphalt content. Judging from the mixed pore content in this study, it was found that by adding 1% the pore value was 4.61%; an additional 2% obtained a pore digit value of 4.64%; an additional 3% obtained a pore number value of 5.22%; at the addition of 4%, the pore value is 11.10%; and the addition of 5% obtained a pore number value of 11.47%. This indicates that the greater the level of addition of waste cooking oil waste, the higher the pore value obtained so that the mixture is less impervious to water and air so that the mixture will be more easily absorbed by water and oxidized. Thus resulting in accelerating the aging of the asphalt.

Analisis Kebutuhan dan Biaya Alat Berat untuk Pekerjaan Pemadatan Lapisan Permukaan Street-Race Circuit Mandalika

The Street-Race Circuit is being built in the Mandalika Tourism Special Economic Zone (KEK), Central Lombok, West Nusa Tenggara. The construction is targeted to be completed, before the MotoGP event on this circuit is implemented in 2021. One of the infrastructure related to this, which also really needs to be built to support the smooth running of the 2021 MotoGP is the development of access to the circuit location. The analysis carried out includes the calculation of heavy equipment productivity. Heavy equipment productivity is determined based on cycle times, production per hour, number of heavy equipment used, the amount of operating costs per hour. The analysis was carried out for the road surface layer work, namely the Asphalt Concrete Base Course (AC-BC) work. Based on the results of the analysis, it was found that the production for 1 unit of asphalt mixing plant (AMP) was 49.80 tons/hour and 9 units of dump trucks were 2.34 tons/hour. The spreader using the asphalt finisher can spread 109.18 tons/hour. As for the compactor, which is 18.55 tons/hour for 2 units of tandem rollers and 27.47 tons/hour for 1 unit of pneumatic tire roller. Other equipment is 9.96 m2/hour for air compressor and 2.74 liter/hour for asphalt sprayer. Meanwhile, in the Asphalt Concrete Wearing Course (AC-WC) work, several tools have the same productivity as the AC-BC job, namely asphalt mixing plant, air compressor and asphalt sprayer. Meanwhile, 13 units of Dump Trucks amounted to 2,338 tons/hour, 1 unit of asphalt finisher of 72,787 tons/hour, 3 units of tandem rollers of 12,367 tons/hour, and 1 unit of pneumatic tire roller of 18.31 tons/hour. The total cost of using heavy equipment for road surface layer work is Rp. 4,967,657,344. The total cost based on the contract document is Rp. 5,042,082,622. So that there is a difference in costs of Rp. 74,425,278.

Performance improvement of Asphalt Concrete-Wearing Course with modification of masterbatch SIR20

Asphalt Concrete-Wearing Course is a layer that is located at the top of flexible pavement structure. Types of damage that often occur in the AC-WC layer are rutting and slippery. AC-WC modification with masterbatch SIR20 is a system that improves AC-WC performance in reducing deformation in pavement structure and improving crack and skid resistance. The method that is used in this study is an experimental method that compares and analyzes the performance of the modified AC-WC layer with variations of masterbatch content are 2%, 4%, 6% and 8% and 0% as a control. The 4% of masterbatch content in the AC-WC modification layer is an effective and efficient option to be applied as a surface layer of a pavement structure.

IMPROVEMENT FOR ASPHALT MIXTURE PERFORMANCE USING PLASTIC BOTTLE WASTE

Lately, plastic waste has become a problem in our society, due to the negative impact that it has on our environment. To mitigate this, the reuse of plastic bottle wastes and other local materials should be encouraged. In this paper, the authors present an innovative application for polyethylene terephthalate (PET) that is obtained from plastic bottle wastes, as an additive to Asphalt Concrete-Wearing Course (AC-WC), a hot mix asphalt (HMA) type. The AC-WC sample that contained the PET was measured using the wet method to determine the Marshall parameters of the samples. The type of bitumen used as the specimen is asphalt, which has a penetration value of 60/70. The optimum asphalt content (OAC) obtained from the preliminary study was found to be 5.7% of the total asphalt weight. The results show that AC-WC mixture strength improves when plastic bottle waste is used, which can be correlated with an increase in stability. This finding shows that plastic bottle waste and other local materials have an alternate use as a road pavement material.

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.

Tinjauan Durabilitas Campuran Asphalt Concrete Wearing Course Menggunakan Aspal Tua Dengan Berbagai Bahan Peremaja

Asphalt concrete wearing course is laid on the top of road pavement so that directly exposed to ultra violet light and other environment impact. The higher temperature at the pavement surface and exposure to atmospheric oxygen accelerated aging cause asphalt to stiffen and become brittle. This aging result decrease the binding of asphalt and aggregate leads various damage of pavement. The aged asphalt rejuvenated and recycled with rejuvenating agent has been developed to reduce the use of virgin material for road maintenance. This article aims to review durability of asphalt concrete wearing course using waste cooking oil, epoxy resin, kerosene and waste engine oil as asphalt rejuvenators. Aging asphalt was prepared by heating in an oven at 85 oC for 120 hours (long term oven aging). Durability was assessed from the value of Marshall immersion which represent the resistance of asphalt mixture at water immersion. Relation between Marshall immersion and voids in mix (VIM), voids in the mineral aggregate (VMA), voids filled with bitumen (VFB) and density are also evaluated. From the analysis, it can be concluded that the use of waste cooking oil, epoxy resin, kerosene and waste engine oil as asphalt rejuvenators increase the durability of asphalt mixture containing the aged asphalt.

Studi Penggunaan Pecahan Dinding Bangunan pada Beton Aspal Lapis Aus

Pavement has become important to people mobility in Indonesia, especially in urban areas. Vehicle mobilization will experience less obstacles if the road pavement conditions are in good quality. At the moment, additives, fillers or road material substitutes are quite expensive and are limited, therefore, research needs to be carried out to find materials which can improve the quality of pavement such as increasing its resistance or stability and flow. The purpose of this study was to analyze the benefits of using wall fragments as the fillers in asphalt concrete wearing course. The effect of using wall fragments as a substitute for rock ash on the value of Marshall parameters is studied, as well as the various levels of wall fragments addition that can produce the greatest stability. In this study, four levels of wall fragments were used as fillers: 0%, 25%, 50% and 100%. Based on the results analysis, it was concluded that the use of wall fragments as fillers in asphalt concrete can increase the following parameters: VMA, VIM, stability, and flow, but it reduces the VFB value. In addition, the use of 25% levels of wall fragments in asphalt concrete produces the greatest stability value, which is 1622.47 kg.

Mechanical Characteristics of the Asphaltic Concrete Mixture with the Addition of Steel Fibers

Roads have the strength and durability to be able to handle the existing traffic load for their planned lifespans, and damage must be minimized. Methods of minimizing damage include self-healing. Before testing self-healing ability, steel fibers that have a solid density and as a good conductor must be tested for their mechanical characteristics in the AC-WC mixture. These consist of the Marshall characteristic tests and the volumetric characteristic test. With an asphalt content of 5.7%, the 0.25%, 0.5%, 0.75%, and 1% addition of steel fibers into the asphalt- concrete wearing-course (AC-WC) mixture increases the value of Void Filled with Asphalt (VFA), stability, and the Marshall Quotient and reduces the value of Void in The Compacted Mixture (VITM), Void in Mineral Aggregate (VMA), and flow. However the VITM value obtained is below the 3% requirement, because the number of cavities in the mixture is already close to the minimum requirement without the addition of steel fibers. Another reason is the high 5.7% asphalt content. The optimum steel fiber content, obtained using the narrow range method, is 0.625%. Based on its mechanical characteristics, steel fiber is a recommended additive.

The use of Sabang mountain rocks and substitution of LDPE in the AC-WC mixture with dry method

The aggregate used in the flexible pavement in the city of Sabang must be brought from Aceh Besar Regency. This can affect the high operational cost and the insufficient use of local materials. In anticipation of this, the local mountain rocks used are variated with coconut shell ash as a filler and low-density polyethylene (LDPE) plastic use as asphalt substitution. The method used in this study refers to the 2018 specification of Bina Marga (fourth revision of 2010 version). The research results showed that asphalt concrete wearing course (AC-WC), which filler varied with coconut shells (0% and 25% of the weight), meet all predefined parameters. In terms of AC-WC varied with coconut shell and LDPE, the best combination found in this result was 25% of coconut shell ash and 3% of LDPE. AC-WC varied with this best combination has a stability of 1,780.99 kg, the flow of 2.97 mm, VIM of 4.79%, VMA of 16.51%, and VFA of 70.97%.

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.

Rut Depth Characteristics on Hot Mix Asphalt with Addition Nano Crumb Rubber

The pavement construction is designed by considering the factor of resistance to deformation due to the repetition of wheel loads. Other factors are the influence of the wheel load, the condition of the increase in temperature on the road surface, which is the cause of the decrease in the strength of the road surface layers. The deformation of the road surface due to wheel tracks occurs when an increase in tensile stress at high temperatures due to wheel loads occurs. The relationship between the number of wheel tracks and permanent stresses that occur on the road surface can be known to be analyzed through the wheel tracking test. This study aims to determine the effect of the addition of nano-sized use of rubber tires on increasing the resistance of hot mix asphalt to the effect of temperature due to vehicle wheel loads. This use of tire waste has been processed to nano-sized granules called nano crumb rubber; this material is added to the Asphalt Concrete Wearing Course hot mix asphalt. This material addition of 0%, 1.25%, 2.5%, 3.75%, and 5% of the asphalt content in hot mix asphalt. The Nano Crumb Rubber is added to the aggregate at the mixing temperature 130℃, before mixing the aggregate with asphalt. The optimum asphalt content is obtained through a Marshall standard test; the research is continued by conducting the Wheel Tracking Machine test. The results of the test found that the addition of Nano Crumb Rubber in the asphalt mixture will improve the quality of the mixture, especially at high temperatures, increase the quality of the addition of 1.25% and continue the addition of 5%. However, the addition of Nano Crumb Rubber > 1.25% decreased performance due to high temperatures. The test results at 40&#8451 and 60&#8451 with the addition of 1.25% are the hot mix asphalt with the best performance. The use of Nano Crumb Rubber in hot mix asphalt requires a smaller amount compared to Crumb Rubber.

Effect of HDPE Based Wastes on the Performance of AC-WC Mixture with RAP as coarse aggregate substitute

One attempt to avoid early pavement damage is to enhance asphalt quality as an aggregate binder. The addition of polymeric materials is frequently used to improve asphalt quality, particularly asphalt rigidity. Increased rigidity will enhance pavement performance against rutting, bleeding, and swelling, particularly in summer with a relatively elevated temperature. This study uses High Density Polyethylene (HDPE) polymer waste as a modifier in a mixture of Asphalt Concrete-Wearing Course (AC-WC) which also utilizes RAP waste as a coarse aggregate substitute. The aim of this study is to analyse the to analyse effect of waste materials on the AC-WC performance. Analysis was carried out after the Marshall test to obtain the values of air void, Void in Mineral Aggregate (VMA), Void Filled with Asphalt (VFA) stability, flow and Marshall Quotient (MQ). Marshall samples prepared with dry method modified HDPE asphalt binder, given a limit on the specifications of the number of each specimen. The percentage of HDPE as asphalt mixture is 0%, 1.6%, 1.8%, 2.0%, 2.2%, and 2.4% asphalt weight. The optimum asphalt level (KAO) used is 5.25%. Marshall test shows that the addition of 1.6% of HDPE in the AC-WC mixture and RAP can increase mixture stability by 1.74% and flow by 3.69%.

Analysis of AC-WC Design Material Using Reclaimed Asphalt Pavement

The recycling technique using materials produced by Cold Milling Machine is a potential alternative to be applied to road maintenance in Indonesia. This study aims to investigate the properties of Reclaimed Asphalt Pavement (RAP) used as Asphalt Concrete Wearing Course (AC-WC) so that the proportion of additional fresh aggregate can be determined. This laboratory-scale study uses the material of RAP from Semarang Section A toll road sections and penetrated asphalt of 60/70. The extraction analysis obtained asphalt content is between 3.50% - 4.36%, with abrasion of 29.04%. RAP cannot be used directly but there is a need to add fresh aggregate so that the mixture meets the specifications. The proportion of the mixture is 30% of RAP, 18% of the fresh aggregate, 50% of rock ash, and 2% of Cement. The analysis shows that the mixture with optimum asphalt content (5.7%) obtained 1188 kg of stability, 4.02% of VIM, 15.81% of VMA, 74.54% of VFWA, and 3.57 mm of flow. These values indicate that the mixture meets the revised version of the Technical Specifications of Bina Marga 2010. Therefore, it can be said that this mixture has high durability, good density, and is resistant to the possibility of bleeding.

Influence of Surface Texture on Interface Bond Shear Strength of Asphalt Concrete

The bonding strength provided by the tack coat between asphalt concrete layers at the interface is considered as an essential issue in the performance of the flexible pavement throughout its service life. However, the surface texture of the pavement surface exhibits another essential issue in the bond strength. In this investigation, three layers of asphalt concrete (base, binder and wearing) courses with (25, 19, and 12.5) mm of nominal maximum size of aggregates have been prepared using roller compactor. Rapid curing cutback RC-70 and cationic medium setting emulsion CMS have been implemented as tack coats with three application rates. The slab specimens were subjected to mean texture depth determination using sand patch method. Core specimens of 102 mm diameter were obtained from the prepared slab samples and subjected to interface bond strength test with the aid of a special manufactured mold. Test results were analyzed and compared. It was concluded that when RC-70 tack coat was implemented, asphalt concrete binder course laid on base course exhibited the highest shear strength of 1600 kPa at an application rate of 0.33 liter/m2 when compared to other application rates. Asphalt concrete wearing course laid on binder course exhibited the highest shear strength of 1515 kPa at an application rate of 0.15 liter/m2 when compared to other application rates. When CMS tack coat was implemented, asphalt concrete binder course laid on base course exhibited the highest shear strength of 1620 kPa at an application rate of 0.23 liter/m2 when compared to other application rates. Finally, the asphalt concrete wearing course laid on binder course exhibited the highest shear strength of 2272 kPa at an application rate of 0.23 liter/m2 when compared to other application rates.

The Utilization of Plastics Waste in Flexible Pavement Hot Rolled Sheet and Asphalt Concrete Wearing Course with Marshall Immersion and Cantabro Test

Road was a transportation infrastructure that connect a place to the other place. Road pavement should be utilize resources efficiently, effectively and eco friendly. One important material that used for road pavement is asphalt. Plastics are very useful in daily life but the existence of plastic these day became problems to the environment especially the plastic waste. Plastic waste has negative impact for out environment because it was hard to decompose. This research was done to know the utilization of hot rolled sheet wearing course (HRS-WC) and asphalt concrete wearing course (AC-WC) mixture by using waste of plastic such as cups, plastic bags, and plastic snacks with Marshall immersion test and cantabro test. The result that can be concluded are optimum aspal content with each kind of plastics. Then Marshall Immersion test with the index of retained strength (IRS) value and cantabro test value.

Contribution of Nano Crumb Rubber on Recycled Asphalt Concrete As Pedestrian Paving Block

Stripping the road surface layers of asphalt concrete caused by various considerations that have been damaged by the aging process of asphalt. This stripping material will continue to grow in sufficient quantities if the recycling process is not utilized. The recycling process can be done by restoring the performance of asphalt or aggregate and can even occur both to meet the specifications required originally. In this research, asphalt concrete mixture has been used where the asphalt element has undergone an aging process so that it needs to be rejuvenated or softened. The addition of used oil has been used in the process of softening the hot Asphalt Concrete Wearing Course (ACWC) type. The process of increasing the performance of recycled blends has used Nano Crumb Rubber (NCR) material. The test results show that the ratio of the old asphalt content and used oil as a softener is obtained with a ratio of 11: 4 to obtain the required level of softening. This composition has produced a bitumen penetration value of 60, and the addition of NCR 2.5% and 5% to the asphalt content. Testing for recycled asphalt mixes is carried out with Marshall Test, Indirect Tensile Strength (ITS), and water absorption testing for recycled mixtures for paving blocks. The test results show the addition of NCR by the dry method has increased the strength of the mixture at both ambient and higher temperatures of 35 °C and 45 °C.

Characteristics of Asphalt Concrete-Wearing Course (AC-WC) mixtures using concrete waste as rought agregate and addition of Wetfix-Be

Aggregates are important in the construction and improvement of roads but their numbers are limited due to deep river dredging and it is therefore necessary to find other materials that can be used instead of easily and cheaply obtained aggregates. This study, using concrete waste and the disadvantage is having a high absorption because it needs to be added an additive, namely Wetfix-Be so that the use of concrete can be applied in the field. The method used in this study is an experimental method using a laboratory scale. Tests conducted in this study are concrete waste as coarse aggregate. With variations with coarse aggregates of 40 and 60, 80 and 20, 100 and 0, and the results of comparison of Wetfix-Be material used are 0, 15%, 0.25%, 0.35%, 0.45% by weight of asphalt. The results of this study proved to be able to increase the value with an optimal Wetfix-Be of 0.25% of asphalt weight and asphalt weight of 6.3% The benefit of this research is to determine the characteristics of concrete waste by using Wetfix-Be added material on the flexible pavement in the AC-WC mixture and can reduce construction waste in Indonesia.