Liquid Asphalt Research Articles

Utilization of Multiple Recycled Materials in Asphalt Concrete: Mechanical Characterization and Cost-Benefit Analysis.

This study examines the strategic incorporation of various recycled materials into asphalt concrete, specifically focusing on municipal solid waste incineration bottom ash (MSWI BA), recycled asphalt shingle (RAS), and recycled concrete aggregate (RCA). Due to the high porosity of MSWI BA and RCA, and the significant asphalt binder content (30-40%) found in RAS, there is a need to increase the amount of liquid asphalt used. RAS is posited as an efficient substitute for the asphalt binder, helping to counterbalance the high absorption characteristics of MSWI BA and RCA. The research objective is to quantitatively evaluate the effect of the combined use of RAS, MSWI BA, and RCA in Hot Mix Asphalt (HMA). This study encompasses several laboratory evaluations (i.e., rutting and tensile strength tests) and a cost-benefit analysis, which is a life cycle cost analysis. The results indicate that the combined use of these materials results in a higher tensile strength and rut resistance when compared with the control (with virgin aggregate). According to the cost-benefit analysis result, when the three recycled materials are used for an HMA overlay over an existing aged pavement, it could be 60-80% more cost-effective compared to a conventional HMA overlay, thereby offering significant economical savings each year in the field of road construction.

Study on the Combined Effect of Municipal Solid Waste Incineration Bottom Ash and Waste Shingle in Hot Mix Asphalt.

This study investigated the positive effect of the combined use of recycled asphalt shingles (RASs) and municipal solid waste incineration (MSWI) bottom ash (B.A.) in asphalt concrete, which contributes to enhanced sustainability in pavement engineering. In addition, unlike traditional approaches that employ individual recycling material in hot mix asphalt (HMA), the combined use of the two waste materials maximizes the mechanical performance of the asphalt mixture. The addition of RAS (with 30-40% aged binder) as an additive generally enhances the strength/stiffness of the asphalt mixture. The high porosity/absorption of MSWI BA results in an additional amount of liquid asphalt binder in the mixture. As an admixture, RAS could supply the additional asphalt binder in the mixture when MSWI BA is used as an aggregate replacement. This research was conducted in two phases: (1) to examine the effect of MSWI BA alone and its optimal asphalt content (OAC), and (2) to assess the combined effect of B.A. and RAS in HMA. Multiple laboratory testing methods were employed for the mechanical performance investigation, including the Marshall stability test, rutting test, and indirect tensile test. The testing results show that the 20% B.A. replacement exhibits the best performance and that it requires an additional asphalt binder of 1.1%. For the combined use of MSWI BA and RAS, 5% RAS shows the best mechanical performance. All mixtures that contain the B.A. and RAS show greater strength than the control specimen (regular HMA).

Flue gas suppression and environmental evaluation of deodorizer-modified rubber asphalt based on radar method

Rubber-modified asphalt (RMA) is associated with impaired storage stability and additional harmful emissions during application. Microwave-oil bath activation of waste rubber powder (WRP) to improve its compatibility with asphalt. The treatment of VOCs and malodorous gas emissions from RMA is carried out using powder deodorizers, liquid deodorizers and their combination. The storage stability, high and low temp rheological behavior of RMA were investigated. The effects and machinations of three deodorants on odor removal and VOCs inhibition of RMA were explored. The emission indexes based on the characteristic pollutants of VOCs and malodorous gases were proposed to conduct a comprehensive environmental impact assessment by the Radar method. The results show that the activated WRP has a fluffier morphology and is better encapsulated by the oil film, which enhances the storage stability of RMA. The incorporation of deodorant has not altered the viscoelastic properties of asphalt. The higher specific surfaced areas and extensive pore structures was contributed to the adsorption of VOCs molecules from asphalt. VOCs and odor gases from asphalt could be inhibited by liquid deodorizers based on Lewis acid-base reactions, addition reactions, catalytic reactions, and redox reactions. LMA was the most effective in decreasing odorant gases, with reductions of up to 92.6% and 90.8% for isobutanol and dimethyl disulfide, respectively. PMA had the optimal inhibitory activity for vinyl chloride, which was 67.7%. The decrease of total concentration of VOCs in RMA by PMA (powder deodorant-modified asphalt), LMA (liquid deodorant-modified asphalt), and CMA (complex deodorant-modified asphalt) could be calculated as 51.7%, 34.1% and 46.7% respectively. RMA had a high load on the environment, and the overall advantage of CMA was greater. The environmental impacts of the four modified asphalts were ranked as CMA < PMA < LMA < RMA. Therefore, the utilization of powder and liquid compounding was recommended to improve the environmental impact of RMA.

Study on the Rheological Performance and Microscopic Mechanism of PPA/SBS/SBR Composite-Modified Asphalt Cold Replenishment Liquid

To prepare high-performance asphalt cold replacement liquids, a composite modification preparation process was used to synthesize a styrene–butadiene–styrene (SBS) block copolymer, styrene–butadiene–rubber (SBR) copolymer, and polyphosphate acid (PPA), erucamide/diesel/acrylic ester as surfactants/diluents/reinforcing agent respectively. These six were blended to prepare an asphalt cold replenishment liquid (ACRL), and its modification effect on base asphalt was studied using base asphalt as the control group. A comparative study was conducted on the high- and low-temperature rheological properties and microstructure. The modification mechanisms of high-temperature asphalt cold replenishment liquid (H-ACRL) and low-temperature asphalt cold replenishment liquid (L-ACRL) were studied through dynamic shear rheometry, bending beam rheometry, Fourier-transform infrared spectroscopy, fluorescence microscopy, and atomic force microscopy. The results showed that the optimal dosages of PPA/SBS/SBR in H-ACRL and L-ACRL were (1.2%/5%/3%) and (0.9%/4%/4%), respectively. Within the optimal dosage range, the particles in the cold replenishment fluid were uniformly dispersed in the asphalt to form a dense and continuous network. No new functional groups were generated during the preparation of H-ACRL and L-ACRL, showing that the modifiers (surfactants/diluents/reinforcing agent) were only physically blended with the asphalt.

Evaluating and quantifying the variations and sensitivity in asphalt-filler interaction indices

The interaction within an asphalt-filler blend is usually defined by its volume filling and interfacial reciprocation tendencies. This interplay between a reinforcing solid filler within liquid asphalt thus ends up dictating the blend's transition point from a “diluted region” to a “concentrated region”, and the glass transitioning state of the asphalt itself. While prior studies focused on distinguishing asphalt-filler interactions based on composite reinforcement models, describing the definitive behaviour of its suffusing phase reciprocation has proved elusive. Hence, this study aims at redefining asphalt-filler interaction by evaluating and quantifying the varying distinctions in each established mastic composite model. Asphalt mastics composed of three distinct fillers of dolomite powder (DP), lime kiln dust (LKD), and ordinary Portland cement (OPC), along with a conventional PEN 60/70 binder, were blended together at 0.4, 0.8, and 1.2 filler to binder ratios (F/B) based on the Superpave mix dust to binder specification. The OPC mastic was regarded as the control mastic sample for all tests performed. A temperature sweep test was conducted on all prepared mastic test samples using dynamic shear rheometer equipment at varying temperatures of 46 °C, 52 °C, 58 °C, 64 °C, 70 °C, 76 °C, and 82 °C, for a controlled strain value of 5%, and an angular velocity of 10 rad/s. Asphalt-filler interaction was further analysed using evaluation index coefficients based on rheological performances, i.e., ΔG*, L-A-δ, K-B-δ, K-B-G*, and KE respectively. Variations in the evaluation coefficients obtained were also determined via statistical normality tests of skewness and kurtosis. Results obtained indicated a strong asphalt-filler interaction response for coefficients ΔG*, L-A-δ, K-B-G*, and KE, while K-B-δ exhibited inconsistent interaction responses. Similarly, the normality test results also inferred that ΔG*, L-A-δ, K-B-G*, and KE portrayed better skewness values compared to K-B-δ.

Studying the Behavior of Asphalt Stabilized Gepseous Soil for Earth Embankment Model

The study presents the test results of stabilizing gypseous soil embankment obtained fromAl- Faluja university Campus at Al-Ramady province. The laboratory investigation was dividedinto three phases, The physical and chemical properties, the optimum liquid asphalt (emulsion)requirements (which are manufactured in Iraq) were determined by using one dimensionalunconfined compression strength test.in the first phase , The optimum fluid content was 11%(6% of emulsion with 5% water content).. At phase two, the effect of Aeration technique wasinvestigated using both direct shear and permeability test. At phase three for the case of staticload , the pure soil embankment model under dry test condition was investigated, The testingprogram included the determination of the unconfined compressive strength, direct shearstrength, constant head permeability test, and one dimensional consolidation test for pure andasphalt stabilized gypseous soil. Testing was carried out in dry and absorbed conditions, themaximum pressure that can be supported before failure (ultimate sustained pressure) is 0.76MPa with vertical settlement (0.21 mm) . However, For the pure soil embankment model underabsorbed condition it was found that the maximum pressure before failure (ultimate sustainedpressure) is 0.3 MPa with vertical settlement (12 mm), Which reflects the reduction in bearingcapacity by (61%). Compression was made for absorbed stabilized soil and un-absorbed soiltested under hydraulic conductivity test for seven days, the results showed that a very lowmargin deffeneces in maximum pressure resistance and settlement were obtained (4.38 MPa ,0.11mm ) and (4.11MPa , 0.12mm).

Contribution of Liquid Asphalt in the Fluctuation of Poisson Ratio of Reinforced Earth Model

Contribution of Liquid Asphalt in the Fluctuation of Poisson Ratio of Reinforced Earth Model

Synchronous method and mechanism of asphalt-aggregate separation and regeneration of reclaimed asphalt pavement

The objective of this paper is to propose a separation technology for asphalt and aggregates of reclaimed asphalt pavement (RAP) materials with bio-oil as a solvent, which could significantly improve the recycling rate and quality of RAP. The byproducts of asphalt-aggregates separation of RAP are the stripped aggregate and the blends of bio-oil and old asphalt (BBOA). The stripped aggregates could be used as new aggregates. Based on the superior compatibility of bio-oil and asphalt, and the regeneration effect of bio-oil on old asphalt, the BBOA could be used as raw material for asphalt or liquid asphalt production. Through 60 °C viscosity, Fourier transforms infrared spectroscopy (FTIR), fluorescence microscope (FS), scanning electron microscope (SEM), contact angle, and adhesion test, established the relationship between the separation effect and the temperature, time, the mass ratio of RAP to bio-oil. The results show that the optimum temperature for asphalt-aggregate separation is about 110 °C, and the optimum mass ratio of RAP to bio-oil is 4:1 ∼ 5:1. The residue on the stripped aggregate surface is consistent with the characteristic peak of BBOA. BBOA can form pre-coating on the stripped aggregate and improve the bonding performance of asphalt and stripped aggregate. The stripped aggregate obtained after asphalt-aggregate separation has no false particle size phenomenon, and the coarse aggregate remains intact. The residue on the surface of stripped aggregate increases with the decrease in aggregate particle size. The stripped aggregate becomes oil sand when the aggregate particle size is less than 1.18 mm.

Anthropogenic Secondary Organic Aerosol and Ozone Production from Asphalt-Related Emissions.

Liquid asphalt is a petroleum-derived substance commonly used in construction activities. Recent work has identified lower volatility, reactive organic carbon from asphalt as an overlooked source of secondary organic aerosol (SOA) precursor emissions. Here, we leverage potential emission estimates and usage data to construct a bottom-up inventory of asphalt-related emissions in the United States. In 2018, we estimate that hot-mix, warm-mix, emulsified, cutback, and roofing asphalt generated ~380 Gg (317 Gg - 447 Gg) of organic compound emissions. The impacts of these emissions on anthropogenic SOA and ozone throughout the contiguous United States are estimated using photochemical modeling. In several major cities, asphalt-related emissions can increase modeled summertime SOA, on average, by 0.1 - 0.2 μg m-3 (2-4% of SOA) and may reach up to 0.5 μg m-3 at noontime on select days. The influence of asphalt-related emissions on modeled ozone are generally small (~0.1 ppb). We estimate that asphalt paving-related emissions are half of what they were nearly 50 years ago, largely due to the concerted efforts to reduce emissions from cutback asphalts. If on-road mobile emissions continue their multidecadal decline, contributions of urban SOA from evaporative and non-road mobile sources will continue to grow in relative importance.

Novel preparation method of fullerene and its ability to detect H2S and NO2 gases

In this study, a new system for fullerene preparation was designed based on the incomplete combustion of liquid asphalt. Transmission electron microscopy, field emission scanning electron microscopy and energy-dispersive X-ray (EDX) techniques were used to characterise fullerene. The sizes of the synthesised fullerene ranged from 48.20 nm to 73 nm. The EDX technique was used to determine the amounts of elements in a component, thereby revealing the formation of fullerene. The produced fullerene was evaluated as a gas sensor for H2S and NO2 gases at various temperatures and time intervals. The sensitivity of the gas sensor decreased with the increased operating temperature reaching 150 °C. Then, the sensitivity increased as the temperature increased. The maximum gas sensitivities for NO2 and H2S were 72.86% at 25 °C and 75.89% at 200 °C, respectively.

Performance optimization of epoxy resin-based modified liquid asphalt mixtures

This study proposes a performance optimization scheme of liquid asphalt mixtures (LAMs) based on epoxy resin-based material modification and investigates its various performances. First, thermogravimetric analysis and headspace gas chromatography–mass spectrometry were used to analyze the differences between liquid asphalt before and after curing to clarify the formation mechanism of its adhesive force. Second, a molecular model was established. The best epoxy resin and curing agent types were evaluated using an improved Flory–Huggins model and the quantum computing method. Finally, two performance optimization schemes were established to reinforce the performance defects of the mixture caused by residual diluents. Results show that liquid asphalt solidification is a physical process of volatilization of diluents. Bisphenol A epoxy resin and a polyether amine curing agent are compatible with liquid asphalt and prone to curing reactions; thus, they are most suitable as epoxy resin-based modifiers. A solution obtained by adding 2% waterborne epoxy resin and 30% mineral powder replaced with cement can significantly improve the initial strength, strength generation rate, and low-temperature crack resistance of the LAM while optimizing high-temperature performance. This LAM modification can ensure that roads repaired using the modified LAM in a low-temperature environment can be quickly opened to use and improve the durability of the road surface.

Analysis of the trend in evolution of multilevel mechanical properties of solvent-based cold mixed liquid asphalt and mixture

This paper primarily analyzes the change in performance of liquid asphalt and its mixture in each stage and proposes suggestions for fabricating liquid asphalt mixtures in cold weather. The results of GPC and SEM can explain the reasons for the increase in viscosity and strength of liquid asphalt after curing. In addition, the generalized time–temperature equivalence principle is used to predict the performance changes of liquid asphalt, asphalt mortar, asphalt mastic and asphalt mixtures under different curing conditions. The results show that increasing the filler content improves the deformation resistance of liquid asphalt mixtures. The low-temperature performance of liquid asphalt mixtures is outstanding. During construction in cold weather, liquid asphalt or its mixtures can be used after curing at 60 ∼ 110 °C for 1 ∼ 10 h. These parameters can ensure the strength of cold mixed liquid asphalt mixtures in low-temperature environments, and roads repaired with this asphalt can be rapidly opened to traffic.

Mixture design and performance characterization of asphalt mixtures prepared using paving-heavy crude oils for low-traffic volume roads

Low-volume road development, a fundamental part of national economic infrastructure, requires further advances in identifying alternative materials for their construction. One of these alternative materials is paving-heavy crude oil (PHCO), defined as natural liquid asphalt. However, research on these materials is scarce, and no standards or specifications currently exist for preparing asphalt mixtures using PHCO (AM-PHCO). This paper assesses the feasibility of (i) designing AM-PHCO through the Modified Marshall Method for Cutback Asphalt-Aggregate Cold Mixture Design, with optimum filler content determined via energy parameters, and (ii) evaluating and differentiating moisture-damage and fracture resistances of AM-PHCO through conventional- and unconventional-testing. After characterizing the asphalt products, the mix design was performed for ten asphalt mixtures. Then, the performance of these mixtures was assessed through Marshall stability, indirect tensile strength, Fenix, and semicircular bending tests. The study included two neat and two nano-modified PHCOs and a couple of mineral fillers to produce AM-PHCO compared to control mixtures fabricated with a penetration asphalt binder. Results support the conclusions that (i) the mix design method used applies to AM-PHCO, providing new technical criteria to improve them through mix design standardization, (ii) mineral filler content optimization for AM-PHCO can use energy parameters computed from surface free energy, and (iii) testing employed in this study can differentiate AM-PHCO moisture damage resistance and fracture resistance. However, additional research can evaluate the suitability of adjusting conditioning protocols and current specifications for retained Marshall stability (75%) and retained tensile strength (80%) in characterizing AM-PHCO. Lastly, further research could explore PHCO aging effects on AM-PHCO performance and complementary performance parameters, including fatigue life, rutting resistance, and stiffness.

Sample age effect on parameters of dynamic nuclear polarization in certain difluorobenzen isomers/MC800 asphaltene suspensions

Abstract Because of magnetic spin–spin interactivity between 19F nucleus of the solvent and delocalized electrons on the MC800 asphaltene, the Overhauser dynamic nuclear polarization (DNP) method is able to give a substantial boost in the signal acquired from studies focused on nuclear magnetic resonance (NMR). The suspensions of asphaltene in difluorobenzene isomers were studied using Overhauser effect type DNP and NMR investigations at room temperature in a small magnetic field of 1.53 mT. The used asphaltene was obtained from MC800 liquid asphalt from Heavy Iran. Each sample of the solvent medium was produced at three different concentrations of asphaltene. These samples were stored in the refrigerator for 7 years, until DNP parameters were found by new DNP tests. As a result, the influence of sample age on parameters of DNP was studied, and then the findings were analyzed.

Tinjauan Pelaksanaan Pengaspalan AC-BC Pada Proyek Rekonstruksi Jalan Air Pinang – Ujung Batee Kecamatan Tapaktuan – Pasie Raja Kabupaten Aceh Selatan

The planning of the Air Pinang - Ujung Batee road reconstruction project, Tapaktuan - Pasie Raja District, South Aceh Regency is a step to meet road comfort, efficiency and also increase road users. The importance of the review as part of the evaluation and supervision as well as a source of data for other researchers in order to support the smooth and fast transportation and economy as well as increase the ease of access for the community, especially in the Air Pinang area. In this research method, the researcher uses qualitative methods, where this research starts from data collection, where in this study primary data is used, namely data obtained from respondents through interviews, direct observation, while secondary data is obtained from journals, articles and also from relevant company data. The results of the analysis show that the process of carrying out the work is good, starting with preparing the road body and then laying it compacted using a vebrator roller, after the compaction process is complete, the binder absorption layer is carried out, namely liquid asphalt is sprayed with asphalt sprayer.

Effect of sample age of fluorocarbons on MC800 asphaltene on dynamic nuclear polarization parameters

Nuclear Magnetic Resonance and Overhauser effect type dynamic nuclear polarization (DNP) experiments were performed to study suspensions of asphaltene in the fluorocarbons at a low magnetic field of 1.53 mT at room temperature. Asphaltene was extracted from MC800 liquid asphalt, which was Heavy Iran origin. Each sample of the solvent medium was produced at three different concentrations of asphaltene. These samples were kept for a period of seven years until DNP parameters were discovered through new DNP tests. The influence of sample age on parameters of DNP was studied and then the findings were analyzed. It was found that the  nuclear-electron coupling parameter was smaller. In low magnetic fields the nuclear-electron coupling parameter. varies from +0.5 (pure dipolar) to -1.0 (pure scalar), and new  obtained values are between these limits. New  values in our study are positive and this shows that the dipolar part of intermolecular spin-spin interactions is dominant.

Measurement of Fluid Phase Equilibria for High Gas Ratio Mixtures of Carbon Dioxide, Methane, and Brazilian Presalt Crude Oil

The phase behavior of petroleum fluids under reservoir conditions provides fundamental information for an adequate crude oil production scheme. Recently, complex phase transitions have been studied for presalt crude oils, involving atypical liquid–liquid–vapor and liquid–liquid–asphalt phase transitions. In this paper, the phase behavior of synthetic mixtures containing carbon dioxide, methane, and a Brazilian presalt crude oil was investigated using PVT, coupled with near-infrared (NIR) transmittance and high-pressure microscopy (HPM) measurements. Crude oil (API 28.0, 0.68 wt % of asphaltenes) was mixed with 25.0 wt % gas (for a CH4/CO2 ratio from 0 to 62.5 wt %), and the phase behavior of the mixture was evaluated at a reservoir temperature of 343.15 K and pressures up to 100 MPa. Black oil phase behavior was detected for systems with a lower CH4/CO2 ratio and lower gas volume fraction, with no asphaltenes precipitation observed. As the CH4/CO2 ratio increased, pressure–volume curves showed a slight phase transition, with a not evident sharp break in the slope because of the minor difference of fluid compressibility. Moreover, a phase insolubility was confirmed by NIR and HPM tests for a high CH4/CO2 ratio that can be associated with the formation of an asphaltic phase. When total molar gas content increases by increasing the CH4/CO2 ratio, the asphaltic phase is formed at higher pressures. However, asphaltenes were detected as an uncommon fine dispersion with no larger fractal aggregates formation, even at pressures far below the asphaltenes onset pressure (AOP). Additionally, a nontypical behavior was observed in HPM tests with a total asphaltene dissolution when pressure reached the bubble pressure point. This atypical redissolution is in accordance with an instantaneous phase dissolving at pressures higher than the AOP, observed for the same oil at high methane ratios.

Laboratory cracking performance evaluation of SM-4.75 asphalt mixtures

SM-4.75 asphalt mixtures incorporate a 4.75-mm nominal maximum aggregate size along with a corresponding fine gradation that accommodates higher liquid asphalt contents, which promotes durability. The SM-4.75 materials are suited to take advantage of the lower cost finer fractions of the stone-crushing process. The fine gradation also permits very thin applications (19 mm to 25 mm), thereby reducing the quantity and cost of materials, as well as construction time. Mixtures with 4.75-mm nominal maximum aggregate size have the potential to improve riding quality, extend pavement life, increase durability, and reduce permeability and road-tire noise. This study evaluated the laboratory cracking performance of SM-4.75 mixtures. It was done through sampling and testing of plant-produced mixtures that were placed on low volume traffic routes. Several tests were used to characterize the mixtures including the simplified viscoelastic continuum damage test, indirect tensile asphalt cracking tests, the semi-circular bend test, and the overlay test. Laboratory cracking tests indicated that SM-4.75 mixtures are crack susceptible and would benefit from higher binder contents. However, field performance data for the tested mixtures are needed to validate the crack susceptibility of the mixtures. In general, laboratory performance ranking order among different tests is not consistent for different mixtures. Binder testing results indicated that the majority of the mixtures should be resistant to non-load related cracking, even though the mixtures contained 20% and 30% recycled asphalt pavement.

Adherencia en el concreto reforzado con bambú

The world, research on the use of bamboo as a concrete reinforcement has achieved an improvement in reducing water absorption. However, no better adherence has been achieved between these elements. Therefore, the objective of this research was to propose other alternative treatments to the bamboo surface to improve adhesion efforts with concrete. Initially, physical and mechanical tests were carried out to determine the characteristics of the bamboo used. Subsequently, adherence tests were continued, for which specimens were made (4 “x8” concrete specimens embedded in their interior and at different depths bamboo slats waterproofed with RC-250 liquid asphalt). The slats were smooth and ribbed with a medium sand attachment. Then the bond strength values were determined. Finally, bamboo-reinforced beams were made which were subjected to bending tests. The results showed a better performance of the ribbed and waterproofed slats with asphalt and medium sand additive. A bond strength of 6,7 kg / cm2 was achieved on the bamboo reinforced beams. This presents an increase of the order of 2,5 times the tensile strength compared to a beam without reinforcement.

Determining the properties of semi-flexible pavement using waste tire rubber powder and natural zeolite

The small amount of bitumen contained in semi-flexible pavement (SFP) causes the peeling of the aggregate grains, therefore, it is necessary to include some additives such as waste tire rubber (WTR) to increase the adhesion. Moreover, natural zeolite contains a high amount of silica and this makes it suitable as a replacement for cement in SFP filling mortar. This research was, therefore, aimed at determining the compressive strength, flexural strength, drying shrinkage, permeability, durability, and the stress-strain relationship of semi-flexible pavement (SFP) using waste tire rubber (WTR) powder as an additive material and natural zeolite as cement replacement. The porous asphalt mix was designed in accordance with the optimum asphalt proportion and open-graded aggregate as specified in the 2010 Indonesian Bina Marga Standards and 2014 Australian Asphalt Pavement Association (AAPA), respectively. The process involved the addition of WTR powder on liquid asphalt at 3%, 4%, and 5% before the porous asphalt was mixed. This was followed by conducting a Marshall test on the specimens to determine if they satisfied the Bina Marga Standards. The porous asphalt specimens were grouted by cement mortar with the cement content replaced by 0%, 5%, 15%, and 25% natural zeolite (w/w) to produce SFP after which the properties of SFP were tested after 14 days. The results showed the best properties were obtained at 5% tire rubber powder and 15% zeolite content.