Optimum Bitumen Content Research Articles

Influence of mix parameters on design of cold bituminous mix

In the absence of design uniformity, it is difficult to form reliable correlations between experimental results for Cold Bituminous Mixes (CBM) reported by different researchers/agencies/organizations. This paper presents a study on effects of various mix parameters such as aggregate gradation, method and level of compaction, variation in filler materials on performance of CBM. Dense (BC) and Gap (SMA) graded CBM were produced by both Marshall and gyratory method with varying level of compaction. Also, variations in filler materials (cement, lime, fly-ash) were done to evaluate the property of CBM. Finally, hot bituminous mixes were produced with same gradations (BC and SMA). A comparative study on test results has been made on basis of the Marshall Stability and air voids content of compacted mixes. It is observed that optimum residual bitumen content (ORBC) of cold mixes is not much affected by factors such as initial residual bitumen content (IRBC) and optimum total liquid content (OTLC). Rather, it mostly depends on the aggregate gradation. Considering all the selected parameters it is observed that only in case of gyratory compaction 3%–5% range of air voids can be achieved in CBM. Besides, though each and every parameter has contributed to increase the Marshall Stability of CBM, the most significant improvement as comparable with hot mixes is found to be caused by cement filler in comparison with other parameters. Also, higher load sustaining capacity of dense graded CBM is observed by its superior Marshall properties in comparison to gap graded CBM.

Effect of Black Rice Husk Ash on Asphaltic Concrete Properties under Aging Condition

The scarcities of natural resources and increment in waste production rates have promoted efforts to investigate the potential incorporation of various by-products in roads construction. Reusing of waste materials such as black rice husk ash (BRHA) in asphaltic concrete was considered as one of the proper management of the waste, which ensures economic and environmental benefits. Hence, this study investigates the effect of black rice husk ash on asphalt mixtures properties under different aging condition. BRHA was added in the asphalt mix in a proportion of 0%, 2%, 4% and 6% by weight of bitumen. 5% optimum bitumen content with 60/70 penetration grade binder was selected for this study. The asphalt mixtures for each fraction was prepared in three different aging conditions i.e. un-aging (UA), short term aging (STA) and long term aging (LTA). The properties of asphalt mixtures were evaluated by voids, stiffness and dynamic creep tests. The results indicate that asphalt mixtures consisting of BRHA have exhibited better performance in term of voids, stiffness and creep modulus when compared to the conventional asphalt mixtures. The STA and LTA mixtures modified with BRHA produced higher performance than the unmodified mixtures. It can be concluded that the optimum additional percentage of BRHA was in the range of 4% to 6%.

Quarry Dust as a filler material in bituminous concrete: Sustainable construction

Construction of highway involves huge outlay of investment. A precise engineering design may save considerable investment; as well as enhance the performance of highway in service. Two things are major considerations in this regard: Pavement design and mix design. This paper emphasizes on the mix design considerations. Right mixtures of ingredients for bituminous mix would result in a mix which is adequately strong, durable and resistive to fatigue and permanent deformation and at the same time environment friendly and economical. In order to achieve this, we have to try different proportions of material combinations through a number of tests on the mix and identify the mix with satisfies the requirements. For a given aggregate gradation the optimum bitumen content is estimated by satisfying a number of mix design parameters. Fillers play an important role in engineering properties of bituminous paving mixes. Conventionally cement and lime are used as fillers. An attempt has been made in this investigation to assess the influence of non-conventional and cheaper filler such as quarry dust in bitumen paving mixes. It has been observed as a result of this project that bituminous mixes with these non-conventional fillers result in satisfactory Marshall Properties though requiring a bit higher bitumen content, thus substantiating the need for its use. The fillers used in this investigation are likely to partly solve the solid waste disposal of the environment and Sustainable construction.

A Study on Use of Plastic Coated Aggregates (PCA) in Bituminous Concrete Mixes of Flexible Pavement

The continuous increase in road traffic and heavy loading in combination with insufficient maintenance due to paucity of funds has resulted in deterioration of road network in India. To improve this proper maintenance, effective and improved roadway design, use of better quality materials and use of effective and modern construction techniques should be put into practice. During last three decades in many countries around the world it has been tested that modification of the bituminous binder with plastic/polymer additives enhances the properties and life of bituminous concrete pavements. The present investigation was carried out to propose the use of plastic coated aggregate (PCA) in bituminous mix of flexible pavements in order to improve their performance and also to give a way for safe disposal of plastic wastes in order to counter environmental pollution as well. There are mainly two processes available for incorporation of waste plastic in bituminous concrete mixes namely wet and dry process. In this study the dry process was used for bituminous concrete mixes as it being simple and economical. Physical properties of conventional and plastic coated aggregates were compared. The Marshall method of mix design was adopted using VG-10 grade bitumen for conventional aggregates and plastic coated aggregates (PCA). Marshall Specimens were prepared at bitumen content ranging from 4% to 6% with a increment of 0.5% by weight of aggregates and with waste plastic content of 5%, 7%, 9%, 11%, 13% and 15% by weight of optimum bitumen content. Marshal stability, Flow value, Air voids (Vv), Voids in mineral aggregates (VMA), and Voids filled with bitumen(VFB) were determined and compared with conventional aggregates (without plastic) bituminous concrete mixes. It was found that there was a reduction in consumption of bitumen in bituminous concrete mix by use of plastic coated aggregates also a considerable improvement in the properties of aggregates and bituminous concrete mix leading to provide longer life and improved pavement performance.

JOB MIX LASTON (AC-BC) MENGGUNAKAN BUBUK GYPSUM DAN ABU BATA MERAH

ABSTRACT Asphalt Coating Concrete is one type of flexible pavement, the concrete asphalt consists of fine aggregates, coarse aggregates, fillers, and bitumen with a certain level mixed in hot conditions. In a mixture of laston filler serves as a cavity filler in the mixture, increases stability, and binders concrete asphalt. In this study, researchers used gypsum powder and red brick ash filler instead of cement.This research was conducted to find out how the effect of using gypsum and red brick ash powder as filler in the laston mixture (ac-bc) in terms of Marshall characteristics. Variations in the asphalt content used in the laston mixture in this study were 5%, 5.5%, 6%, 6.5%, and 7% in which each bitumen content was made as many as 3 samples.After doing the Marshall test, it is known that with volumetric and Marshall parameters using 3 samples of each bitumen content, the average results obtained in the calculation: VMA of 17.68%, VIM of 4.46%, VFB of 74.87%, Stability amounting to 1152 kg, Flow of 2.47 mm, and MQ of 472 kg / mm. And from the results of tests or testing of Marshall characteristics, the optimum bitumen content needed in the last-mix mixture of AC-BC using powdered gypsum and red brick ash filler was 6.5%. Keywords: Laston, filler, gypsum powder, red brick ash, Marshall characteristics

Estimating In Situ Optimum Bitumen Content of Dense Bituminous Macadam: An Alternative Approach

Optimum bitumen content (OBC) in dense bituminous macadam (DBM) in India is determined using Marshall mix design method, which simulates the field condition in laboratory. It is a cumbersome, temperature-controlled laboratory process varies widely from the actual field condition. To overcome this mismatch, an easy empirical method is attempted for calculating in situ OBC in DBM. In the process, the OBC is calculated as a function of physical properties of the materials used in DBM for bitumen viscosity grade-30 (VG-30) and compared with the actual bitumen consumptions in the field samples obtained through bitumen extraction test. The laboratory DBM specimens prepared based on each field sample gradation using OBC calculated by empirical method are tested for Marshall properties for field acceptability. The analysis of forty-field samples concluded that the OBC calculated by empirical method can be comparable with actual consumption with a negligible average variation of 0.03554%, ascertaining the use of alternative method as an in situ model of calculating OBC for DBM.

Optimisation of Marshall Design criteria with central composite design in asphalt concrete

ABSTRACTIn this study, optimum bitumen content (OBC), an important parameter on Marshall Design is described with a mathematical model by using statistical design method. The effects of independent variables such as number of blows, temperature, additive rate and bitumen content are analysed. The simultaneous optimisation of the dependent variables such as practical specific gravity, voids, voids of filled with asphalt cement, Marshall stability, flow and Marshall coefficient is determined with the central composite design. The optimum conditions are detected with 70 blows, temperature of 160°C, additive amount of 10% and OBC of 4.484%. The desirability function is applied to determine local optimisation points. Following the model application, practical specific gravity is estimated to be 2.418 g/cm3 with voids of 4%, voids of filled asphalt of 71.74%, Marshall stability of 1138.4 kgf under optimum conditions. While it is necessary to pour 126 samples to achieve a result with these variables in Marshall Design under normal conditions, the results are achieved just by pouring 30 samples thanks to the models established.

Potential of glass cullet as aggregate in hot mix asphalt

The increasing quantity of non-biodegradable waste has posed major environmental concern especially in the developing countries. To improve such challenge, the effects of crushed waste glass bottles (cullet) as partial replacement of fine aggregate in the properties of Hot Mix Asphalt (HMA) was investigated. The waste glass was crushed and sieved through series of sieves to determine its gradation. The optimum bitumen content (OBC) was determined using Marshall Mix Design Method. A total of 33 cylindrical specimen of asphalt produced with sand and sand partially replaced with glass cullet were prepared. 15 specimen were used to determine the OBC using of 5.0, 5.5, 6.0, 6.5 and 7.0 % bitumen to the total blended aggregate weight. The remaining samples were used to investigate the effects of glass cullet on the bituminous mixture at the selected OBC using Marshall Test. The results of the laboratory tests indicate OBC of 5.9%. Stability, flow, specific gravity and air voids were determined from the Marshall test and were compared with those specified by The Asphalt Institute and the Nigerian codes for Roads and Bridges. Optimum glass cullet content of 8.0 % was obtained. Asphalt produced with 8 % glass cullet can be used as wearing course material. Use of glass cullet will provide an effective way of disposing the waste.Keywords: Glass cullet, Glasphalt, Hot mix asphalt, Optimum bitumen content, wearing course, Marshall test, Aggregate

Modelling and characterising the fatigue behaviour of asphaltic concrete mixtures

This paper investigates the fatigue behaviour of asphaltic concrete mixtures subjected to Indirect Tensile Fatigue Test (ITFT) under a stress-controlled mode. The conventional stress/strain based approach is used to determine the number of cycles to failure and initial strain value under specified repeated load levels. The fatigue test results indicate that the MS-2 mix (containing 60% and 40% of coarser and finer particles, respectively) prepared with the 40/50 penetration grade binder accumulates less initial strain, and has a relatively better resistance to fatigue than the other tested mixtures. Furthermore, this fatigue behaviour is modelled using a power, intrinsically linear, and non-linear functional specifications. Among these, a non-linear model formulation is found to be the best suited, expressing the number of cycles to fatigue failure as a function of the initial strain, the viscosity, the optimum bitumen content, and the resilient modulus. The fatigue model captures high variability in the data (R2 = 0.86) with a reasonable prediction error (of 15%) as compared to other models. The findings of this study can serve as the basis for selection of asphaltic concrete mixtures based upon the fatigue life criterion; the models proposed in this study can be used as a precursor to determining the fatigue behaviour without performing laborious laboratory testing.

Moisture Sensitivity of Crumb Rubber Modified Modifier Warm Mix Asphalt Additive for Two Different Compaction Temperatures

Crumb rubber obtained from scrap tires has been incorporated with asphalt binder to improve the performance of asphalt mixtures in the past decades. Pavements containing crumb-rubber modified (CRM) binders present one major drawback: larger amounts of greenhouse gas emissions are produced as there is rise in the energy consumption at the asphalt plant due to the higher viscosity of these type of binders compared with a conventional mixture. The objective of this paper is to calculate the optimum bitumen content for each percentage and evaluate the moisture sensitivity of crumb rubber modified asphalt at two different compacting temperatures. In this study, crumb rubber modified percentages was 0%, 5%, 10% and 15% from the binder weight, with adding 1.5% warm mix asphalt additive (Sasobit) and crush granite aggregate of 9.5mm Nominal maximum size was used after assessing its properties. Ordinary Portland Cement (OPC) used by 2% from fine aggregate. The wet method was using to mix the CRM with bitumen, the CRM conducted at 177°C for 30 min with 700rpm and Sasobit conducted at 120°C for 10 min with 1000rpm. As a result, from this study the optimum bitumen content (OBC) was increased with increased crumb rubber content. For performance test, it was conducted using the AASHTO T283 (2007): Resistance of Compacted Bituminous Mixture to Moisture-Induced Damage. The result was as expected and it was within the specification of the test, the result show that the moisture damage increased with increased the crumb rubber content but it is not exceeding the limit of specification 80% for indirect tension strength ratio (ITSR). For the temperature was with lowing the temperature the moisture damage increased.

ECONOMIC BENEFIT OF USING POLYETHYLENE AND POLYESTER WASTES IN ASPHALT MIXES

ABSTRACTIn this paper the economic benefit of using wastes of polyethylene and polyester in asphalt mixes was investigated. The objective of this research was accomplished through using the properties of three different mixes; control mix (CM) polyethylene mix (PE) and polyester mix (PS). For polyethylene, 4% by weight of optimum bitumen content, determined by Marshall Mix Design Method, was added to the asphalt mixture. Polyester fibers were also used with fiber length of 1 cm and a percentage of 0.35% by total mix weight. To conduct an economical study, thickness of the surface layer was determined by AASHTO Design Method based on the resilient moduli of CM, PE, and PS. The results showed that the thickness of surface layer was reduced by 13% when adding polyethylene waste and by 9% when adding polyester waste. Design life was also calculated using the Kenlayer program. For single wheels, the results showed that design life of the pavement containing polyethylene was higher by 19% compared to that of the CM. This percentage was 15% when polyester fibers were used. Under dual-tandem wheels, the design life of the pavement increased by 11% and 8% for PE and PS mixes respectively compared to the CM.

GERİ KAZANILMIŞ ASFALT BETONU MALZEMESİNİN AŞINMA TABAKASINDA KULLANILABİLİRLİĞİNİN ARAŞTIRILMASI

In this study, Reclaimed Asphalt Pavement (RAP) were used in Hot Mix Asphalt (HMA) samples, stability and flow resistance and Indirect Tensile Strength Test (IDT) of HMA samples were investigated. Initially, optimum bitumen content of wearing course was determined by Marshall Stability test method and then RAP, 5 to 50 % in terms of total asphalt concrete samples weight was added to HMA samples at the predefined optimum bitumen content. Besides, control samples were performed and compared with the RAP added samples. Test results show that Reclaimed Asphalt Pavement (RAP) can be used in wearing course as an additive in accordance with Turkey General Directorate of Highways (GDH) specification limits. This paper demonstrates that the asphalt mixtures containing RAP performed at least like, or better than, that of conventional asphalt materials.

EVALUATION OF ZEOLITE AND PUMICE WASTE AS MINERAL AGGREGATE AND FILLER FOR PRODUCING LIGHTWEIGHT ASPHALT CONCRETE MIXTURES

This paper focused on the use of pumice and zeolite waste as aggregate materials for producing lightweight asphalt concrete (AC) mixtures. The samples having pumice, zeolite and limestone aggregate materials were prepared for an optimum bitumen content, optimum Liquid Anti-strip (LAS) additive ratio (0.4, 0.5, 0.6, 0.8, 0.9, 1.0, and 1.1 %), and bitumen type (50/70 and 160/220) determined following the Marshall Mixture design procedure. Then, AC mixes were prepared with limestone used as the coarse aggregate and pumice and zeolite used as fine aggregate, and with limestone used as the fine aggregate and pumice and zeolite used as coarse aggregate. The stability of the mixtures was determined from the Marshall Stability tests. Zeolite and pumice were also used as mineral filler in AC mixtures. Optimum mineral filler ratio and physical properties were determined. In general, pumice and zeolite aggregate mixtures gave lower stability in comparison to limestone aggregate mixtures. These wastes can be applied as very thin wearing layer for increasing friction, to prevent pavement layers from water infiltration, and as overlay with 25-300 mm above old pavement. Because these waste materials have very low weights, they can be used as wearing layer in paving parking areas and non-heavy weight vehicle traffic in roads. The importance of using waste materials and lightweight aggregates is to reduce the environmental impact.

STUDY THE BEHAVIOR OF ASPHALT MIX AND THEIR PROPERTIES IN PRESENCE OF NANO MATERIALS

The rapid increase in the traffic load, higher traffic volume, daily and seasonal variation in temperature led to pavement distresses like rutting, fatigue and thermal cracking etc. because of this pavement fails during service life so that bitumen needs to be modified with some additive. In this study VG30 grade bitumen modify with addition of nanosilica with 1% to 5% (increment of 1%) by weight of bitumen. Hot mix asphalt (HMA) have higher mixing, laying and rolling temperatures which leads to higher consumption of fuel. To address this issue, a nano material named ZycoTherm which is chemical warm mix asphalt (WMA) additive with 0.15% by weight of bitumen is added unmodified bitumen (UMB) and Nanosilica modified bitumen (NSMB). This research work is conducted on nanosilica and ZycoTherm modified bitumen to study the physical and mechanical properties of binders and asphalt mixes. The effects of nanosilica and ZycoTherm on physical properties of the binder that is improve softening point, penetration index, viscosity and decrease in penetration value and ductility value of bitumen and also reduce the aging and temperature susceptibility. NSMB results in the increase in stability compared to UMB. WMA modified mix shows slightly higher stability than UMB and NSMB in a lower bitumen content. Using Marshall Mix Design Method selected best trial mixes are NSMB-3% and NSWMA-3%.The optimum bitumen content of NSMB-3% and NSWMA-3% are found to be 4.50% and 4.40% whereas stability 17.30kN and 17.45kN respectively. Tensile strength ratio (TSR) is more than 80%, loss in mass is less than 1% and retained stability is more than 75% for both these mix. NSMB-3% and NSWMA-3% have more resistant to temperature susceptibility, and moisture susceptibility compared to UMB, WMA and other NSMB and NSWMA trial mixes. Article DOI: https://dx.doi.org/10.20319/mijst.2018.41.7387 This work is licensed under the Creative Commons Attribution-Non-commercial 4.0 International License. To view a copy of this license, visit http://creativecommons.org/licenses/by-nc/4.0/ or send a letter to Creative Commons, PO Box 1866, Mountain View, CA 94042, USA.

Mechanistic evaluation of the effect of calcium carbide waste on properties of asphalt mixes

Calcium Carbide Waste (CCW) was used as an alternative to traditional Portland cement mineral filler in hot mix asphalt concrete to rid its disposal problem. Its effect on mechanical properties of hot mix asphalt was assessed using the Marshall method of mix design. Using the optimum bitumen content determined from Marshall Test, Portland cement used as mineral filler was partially replaced with 0, 10, 20, 30, 40 and 50% CCW by dry weight. Results of tests indicated an increase in stability, voids in mineral aggregates, Marshall Stiffness and reduction in flow, unit weight, voids filled with binder when the percentage of CCW increases. Based on results of tests, partial replacement of Portland cement with 40% CCW could be used in asphalt production. This will ensure economy in asphalt production and promote disposal of CCW which constitute environmental hazards.Keywords: Calcium Carbide Waste, Asphalt, Portland cement, Mineral Filler, Mechanical Properties

Determination of Failure Point of Asphalt-Mixture Fatigue-Test Results Using the Flow Number Method

The failure point of the results of fatigue tests of asphalt mixtures performed in controlled stress mode is difficult to determine. However, several methods from empirical studies are available to solve this problem. The objectives of this study are to determine the fatigue failure point of the results of indirect tensile fatigue tests using the Flow Number Method and to determine the best Flow Number model for the asphalt mixtures tested. In order to achieve these goals, firstly the best asphalt mixture of three was selected based on their Marshall properties. Next, the Indirect Tensile Fatigue Test was performed on the chosen asphalt mixture. The stress-controlled fatigue tests were conducted at a temperature of 20°C and frequency of 10 Hz, with the application of three loads: 500, 600, and 700 kPa. The last step was the application of the Flow Number methods, namely the Three-Stages Model, FNest Model, Francken Model, and Stepwise Method, to the results of the fatigue tests to determine the failure point of the specimen. The chosen asphalt mixture is EVA (Ethyl Vinyl Acetate) polymer -modified asphalt mixture with 6.5% OBC (Optimum Bitumen Content). Furthermore, the result of this study shows that the failure points of the EVA-modified asphalt mixture under loads of 500, 600, and 700 kPa are 6621, 4841, and 611 for the Three-Stages Model; 4271, 3266, and 537 for the FNest Model; 3401, 2431, and 421 for the Francken Model, and 6901, 6841, and 1291 for the Stepwise Method, respectively. These different results show that the bigger the loading, the smaller the number of cycles to failure. However, the best FN results are shown by the Three-Stages Model and the Stepwise Method, which exhibit extreme increases after the constant development of accumulated strain.

Effect of using various waste materials as mineral filler on the properties of asphalt mix

Environmental waste caused by technological and industrial development is increasing. In Egypt, tens of thousands of tons of industrial waste are disposed of each year. One of the cheapest and most effective ways to eliminate such waste and protect the environment is recycling in hot mix asphalt (HMA) mixture. We carried out a laboratory investigation into the effects of different fillers on some properties of such HMA mixtures, considering two types of industrial and byproduct waste filler, namely ceramic waste dust (CWD) and marble waste dust (MWD). Ceramic waste dust (CWD) was enhanced using cement dust at 1:1 ratio to remove its plasticity. Lime stone dust (LSD) was used as control filler. Subsequently, 17 HMA specimens were prepared using the Marshall mix design method for wearing surface mix (mix 4C). Marshall stability (MS) and flow tests were applied to the specimens, and MS and flow values recorded. For the optimum bitumen content (OBC) and different waste ratios, the Marshall parameters were determined. Then, some special tests were performed to measure the different mix characteristics, including loss of stability and wheel tracking tests. The results led to important conclusions regarding use of ceramic waste dust (CWD) enhanced by cement dust and marble waste dust (MWD) to improve most of the properties of HMA mixtures. Finally, this study recommends a proposed mix with mineral filler formed of 35 wt.% CWD enhanced by cement dust or 15 wt.% MWD respectively.

Karakteristik Marshall Campuran AC-BC Dengan Menggunakan 6% Getah Damar Sebagai Bahan Substitusi Aspal

Construction of existing highways in Indonesia generally use flexible pavement, with the main material being asphalt. To increase the asphalt pavement resistance to the traffic load and the temperature is required asphalt modification one of them with substituted asphalt with resin sap. The purpose of this study was to see the impact of sap resin substitution into the asphalt pen. 60/70 to Marshall characteristics of AC-BC mixture. The first step of this research is to find the optimum bitumen content (KAO). After obtaining KAO then made the manufacture of the test object without and with the substitution of the percentage of resin sap percentage of 6% on the weight of the asphalt. From the results of research conducted found that the value of Density, VFA, and MQ decreased. While the value of VIM, VMA, and Flow has increased. At the value of Durability obtained at KOO 0% gum rosin of 97%, and increased in KOO 6% resin gum of 102%. For the Stability value of AC-BC with the substitution of resin sap decreased. Thus All marshall test methods with results obtained, other than VIM values have met the specification requirements by DGH 2010 revision 3 (2014).

UTILIZATION OF POLYPROPYLENE TO SUBSTITUTE BITUMEN FOR ASPHALT CONCRETE WEARING COURSE (AC-WC)

In this study, Polypropylene (PP) plastics waste with various concentrations of 0.5%, 0.8%, and1% were investigated to substitute bitumen’s mass. The mixing of plastics and asphalt was conducted by wetmethod, which added PP plastic into the asphalt when being heated so it produced a homogeneous mixture.Then, AC-WC mixture was made with bitumen contents of 5%, 5.5%, 6%, 6.5%, and 7%. Each mixture wascarried out in triplicate for every plastic’s concentrations. Five parameters of mixtures were tested by MarshallMethod, as follows: VIM, VMA, VFA, stability, and flow. Then, all the parameters were plotted in bar chartto determine an OBC (optimum bitumen content). Changes in rheological properties after the addition of PPplastics occurs which indicates the increasing of viscosity, softening point, flash point, and the decreasing ofdensity, penetration and solubility. Based on Marshall Test, the OBC for asphalt pen 60/70 was 5.4% while theOBC with PP plastic content of 0.5%, 0.8% and 1%, consecutively, were 5.41%, 5.43% and 5.45%. Despitethe increasing of OBC, this substitution of bitumen to plastics has some advantages such as increasing stabilityand remaining strength index (RSI), reducing plastic waste generation and asphalt cost. However, it hasdisadvantages such as it consumes more energy and it increases gas emission.

The study of stiffness modulus values for AC-WC pavement

One of the parameters of the asphalt mixture in order for the strength and durability to be achieved as required is the stress-and-strain showing the stiffness of a material. Stiffness modulus is a very necessary factor that will affect the performance of asphalt pavements. If the stiffness modulus value decreases there will be a cause of aging asphalt pavement crack easily when receiving a heavy load. The high stiffness modulus asphalt concrete causes more stiff and resistant to bending. The stiffness modulus value of an asphalt mixture material can be obtained from the theoretical (indirect methods) and laboratory test results (direct methods). For the indirect methods used Brown & Brunton method, and Shell Bitumen method; while for the direct methods used the UMATTA tool. This study aims to determine stiffness modulus values for AC-WC pavement. The tests were conducted in laboratory that used 3 methods, i.e. Brown & Brunton Method, Shell Bitumen Method and Marshall Test as a substitute tool for the UMATTA tool. Hotmix asphalt made from type AC-WC with pen 60/70 using a mixture of optimum bitumen content was 5.84% with a standard temperature variation was 60°C and several variations of temperature that were 30, 40, 50, 70 and 80°C. The stiffness modulus value results obtained from Brown & Brunton Method, Shell Bitumen Method and Marshall Test which were 1374,93 Mpa, 235,45 Mpa dan 254,96 Mpa. The stiffness modulus value decreases with increasing temperature of the concrete asphalt. The stiffness modulus value from the Bitumen Shell method and the Marshall Test has a relatively similar value.The stiffness modulus value from the Brown & Brunton method is greater than the Bitumen Shell method and the Marshall Test, but can not measure the stiffness modulus value at temperature above 80°C.