Wearing Course Research Articles

Pengaruh Penambahan Zat Aditif Anti Striping (WETFIX-BE) Pada Kinerja Campuran Aspal Beton (AC-WC)

The asphalt concrete layer is the top layer of road pavement construction which is in direct contact with vehicle wheel loads and the influence of weather. One type of asphalt concrete layer is Asphalt Concrete – Wearing Course (AC–WC). Asphalt functions as an aggregate adhesive. In asphalt concrete mixtures it is very important to maintain its characteristics. During the maintenance period, the mixture will easily experience striping or peeling of the asphalt from the aggregate. To maintain and improve the properties of asphalt, one way is to use an anti-striping additive, this additive is Wetfix-Be, which is a compound that contains chemicals. Anti-peeling materials are only used if the residual Marshall stability value (IRS-Index of Retained Stability) or the Indirect Tensile Strength Ratio (ITSR) value of the asphalt mixture before adding the anti-peeling agent is less than required. If an anti-flaking agent must be used then before the anti-flaking agent is added to the mixture, the residual marshall stability (after 24 hour immersion, 60 °C) must be at least 75%.

Optimizing epoxy asphalt tack coat formulations for improved adhesion and working performance of ultrathin wearing course

Insufficient adhesion between ultrathin wearing courses (UTWCs) and substrate layers can result in pavement distress. Epoxy asphalt exhibits potential as a tack coat due to its high bonding strength and thermal stability. However, its rapid curing may pose challenges to construction schedules. This study aimed to optimize the formulations of epoxy asphalt tack coats (EATCs) to enhance the interfacial adhesion and working performance of UTWCs. The adhesion of EATCs was evaluated through rotational viscosity and tensile tests. Design parameters were optimized using analysis of variance and microscopic tests. Road performance was assessed via interlayer shear and tensile testing on three pavement structures. The results indicated that the curing agent strongly influenced the properties and curing kinetics of EATCs. Formulations containing complex polysebacic polyanhydride (CPSPA-EA) exhibited superior bonding while meeting construction schedules. Microscopic analysis of CPSPA-EA revealed a stable crosslinked network formed at 30% binder dosage. The amount of spraying significantly impacted the adhesion in UTWC structures. The optimal spraying amounts were 0.60 kg/m2 for asphalt concrete (AC-13), 0.55 kg/m2 for stone matrix asphalt (SMA-13), and 0.40 kg/m2 for cement concrete substrate layers. These findings presented an optimization framework for designing EATCs to enhance UTWCs working and long-term performance through balanced tack formulations and application parameters.

Utilization of Buton Granular Asphalt (BGA) as Asphalt and Filler Content Substitution Material – in Asphalt Concrete Mixture- Wearing Course

Roads are one of the infrastructure that is urgently needed in improving the accessibility of an area and has a crucial role as a connecting infrastructure that facilitates the transportation of people and goods. This road must be able to handle the volume of traffic according to the plan, so planning must ensure smooth transportation. Asbuton can be used as a binding material on road pavements. However, the use of buton asphalt as a road construction material in Indonesia has not had a significant impact on infrastructure development carried out by the government. The purpose of this study is to analyze the characteristics of Marshall’s test value using Buton Granural Asphalt as a substitute for filler and Fine Aggregate in the mixture of Asphalt Concrete – Wearing Course (AC – WC). The type of data used is primary data obtained from laboratory test results and secondary data obtained from SNI Bina Marga 2018 rev.2. The results showed that with the addition of 19% BGA (Buton Granular Asphalt) as a filler and fine aggregate material, the stability of the mixture could be increased up to 2369,8 kg with the addition of BGA, when compared to aggregate without BGA, the stability value was higher. Based on the test of the characteristics of the 0% BGA mixture marshall obtained a density value of 2,304 t/m³, stability of 1240,6 kg, fatigue of 3.4 mm, Marshall Quotient (MQ) of 366,0 kg/mm, VMA of 16,3%, VFB of 76.2%, VIM of 3.9%. Marshall testing on a mixture of 19% BGA obtained a density value of 2325,0 t/m³, Stability of 2369,8 kg, Fatigue of 3.4 mm, Marshall Quotient(MQ) of 697,1 kg/mm, VMA of 15,4%, VFB of 80,0%, VIM of 3.1%. All test parameters meet the standards set out in the 2018 General Bina Marga specification for revision 2 road and bridge construction work, so that AC-WC asphalt concrete with 0% and 19% BGA substitution can be used.

Identifying the effect of adding coconut coir on the characteristics of the top layer of pure natural buton asphalt concrete wearing course (AC-WC)

Buton Asphalt is natural asphalt originating from Buton Island (Indonesia), with the potential deposit amount reaching up to 662 million tons. This substantial domestic mining potential must be utilized for domestic road needs and to boost the country's economy. However, Buton asphalt's utilization is minimal compared with imported oil asphalt, which reached a usage rate of up to 94 % in 2022. Therefore, as a form of a solution-oriented policy, Buton asphalt is included as one of the 21 commodities in the Strategic Roadmap for Downstream Investment in Indonesia, followed by various supportive regulations for developing this Buton asphalt product. One of the leading products the government targets is natural pure Buton asphalt. This product consists of >99 % bitumen content after extraction, also called Pure Buton Asphalt. The idea was to modify pure Buton asphalt with coconut coir to increase the Marshall Stability and Dynamic Stability values to make the asphalt mixture more resistant to vehicle loads and rutting. The tests were conducted to determine the optimum asphalt content (OAC) of the mixtures, Marshall's Stability comparison, and the dynamic stability test using a Wheel Tracking Machine to identify the comparison of permanent deformation. This study analyzed the Marshall characteristics and dynamic stability characteristics with variations in coconut coir content of 0.5 %, 0.75 %, and 1 % by weight of asphalt and variations in coconut coir length of 0.5 cm, 1 cm, and 1.5 cm. Based on the results of this study, the optimum asphalt content in this study is 6.76 %, where pure Buton Asphalt modified with coconut coir has an increase in Marshall's stability value and dynamic stability value compared to pure Buton asphalt without additional coconut coir

Pengaruh Penambahan Asbuton LGA 50/30 pada Campuran AC-WC dengan Inovasi Limbah Styrofoam

Indonesia’s road infrastructure requires 1.2 million tons of asphalt annually, but Pertamina can only supply 600,000 tons. This deficit compels the government and related stakeholders to seek alternatives to meet national asphalt needs and maintain road quality. This study aims to analyze the effects of adding Asbuton LGA 50/30 to Asphalt Concrete Wearing Course (AC-WC) with an innovative use of styrofoam waste. Experimental research was conducted to evaluate Marshall characteristics, including VMA (Void in Mineral Aggregate), VIM (Void in Mix), stability, VFA (Void Filled with Asphalt), and Marshall Quotient (MQ). Five styrofoam waste mix variations were tested at 2%, 4%, 6%, 8%, and 10% levels. For the 8% Asbuton mix, the highest stability was observed with 10% styrofoam, yielding a stability value of 2032.16 kg, VMA of 16.63%, VFA of 78.28%, VIM of 3.61%, flow of 2.45 mm, and MQ of 830.33 kg/mm. For the 9% Asbuton mix, the highest stability was achieved with 2% styrofoam, resulting in a stability value of 1882.35 kg, VMA of 16.21%, VFA of 80.17%, VIM of 3.24%, flow of 2.57 mm, and MQ of 735.72 kg/mm. The 10% and 2% styrofoam variations proved to be the most effective for AC-WC asphalt mixtures, as their Marshall values met the 2018 Bina Marga General Specifications, indicating that these styrofoam waste additions are optimal for AC-WC asphalt mixtures.

The Volumetric Properties Modified Asphalt Concrete Wearing Course with the Addition of Epoxy Resin and Steel Fiber for Road Pavement

The Volumetric Properties Modified Asphalt Concrete Wearing Course with the Addition of Epoxy Resin and Steel Fiber for Road Pavement

The effect of water tidal flood towards the durability of asphalt concrete wearing course (ac-wc) mixture

The effect of water tidal flood towards the durability of asphalt concrete wearing course (ac-wc) mixture

Pengaruh Kekuatan Aspal Dengan Penambahan Abu Cangkang Kemiri Sebagai Pengganti Filler Pada Lapis AC - WC

West Sulawesi holds great potential in the field of candlenut farming, ranking second in Indonesia by producing 10 tons per year. This has an impact on the large amount of candlenut waste produced, especially in the candlenut shell part. One way to overcome this is to use candlenut shell ash as a substitute for filler in the asphalt layer. The aim of this research is to determine the effect of using candlenut shell ash waste as a filler on the type of Asphalt Concrete - Wearing Course mixture with variations in the addition of 2%, 3% and 4% filler. Apart from that, this research also aims to analyze the effect of using 6.4% asphalt content on the mixture. The research that has been carried out shows that the addition of candlenut shell ash as a filler to the Asphalt Concrete - Wearing Course mixture with an asphalt content of 6.4% is used. The results obtained were that, while the 2% and 3% variations had 4% fulfilled the 2018 General Bina Marga specifications and could be used as a mixture.

Effect of aging level on the healing properties of an induction-heated ultra-thin wearing course and its mechanism

Electromagnetic induction heating can accelerate crack self-healing in asphalt concrete and extend its service life. In the maintenance project of existing pavements, induction heating and ultra-thin wearing course can be combined by paving functional induction heating wearing course. However, the ultra-thin wearing course is directly affected by the environment and loading, and undergoes aging in the service process. Thermo-oxidative aging is an irreversible and important mechanism that seriously affect the rheological and healing properties of asphalt. Therefore, the purpose of this work is to examine the impact of thermo-oxidative aging on the induction heating-healing of an ultra-thin wearing course mixture. Firstly, the AC-5 induction heated ultra-thin wearing course (IHUC) containing 1 % steel wool fiber by aggregate mass was prepared. Subsequently, the IHUC was aged to six different levels. Then, the induction heating and healing properties of the aged IHUC were evaluated. Simultaneously, the aged asphalt binder was extracted and its rheological characteristics and chemical alterations were studied. The outcomes showed that the heating rate of IHUC decreased, but the temperature gradient effect reduced at higher aging level. The optimal healing temperature of IHUC shifted to a higher temperature region and the healing rate decreased. Both heating cycles and thermo-oxidative aging reduce healing effectiveness, but the impact of heating cycles is less compared to aging. Rheology and chemical structure test results of extracted asphalt binder showed that the transformation of the molecular structure caused the fluidity and self-healing properties of asphalt were decreased. This ultimately decreased the healing rate of IHUC.

Research on the Mechanical, Thermal and Induction Healing Properties of Asphalt Wearing Course with Steel Fibers.

Induction healing technology can effectively repair microcracks in asphalt mixtures and is a promising maintenance technology for asphalt pavements. However, it requires the addition of steel wool fibers to asphalt mixtures and cannot be directly used to repair existing pavements. In order to improve the practicality of the induction healing technology, this article designs a wearing course asphalt mixture with induction healing function that is going to be paved above the existing road surface. The AC-10 asphalt wearing course for induction heating was prepared by adding steel fiber (SF). Analysis of the overall temperature of the surface revealed the unevenness of the temperature distribution, and the healing properties were investigated through protective heating that controlled the maximum temperature of the upper surface. The results show that the addition of SF can improve the high-temperature stability, low-temperature and intermediate-temperature crack resistance, and moisture stability of asphalt wearing courses; however, it has adverse effects on volumetric performance and skid resistance. The heating temperature increases with the increase in SF content, but higher maximum temperature heating rate causes worse heating uniformity and lower healing effect. The maximum heating rate of the sample with 10% SF reaches 3.92 °C/s, while its heating rate at minimum temperature is similar to that of the sample with 6% SF, which is only 0.7 °C/s, indicating the worst heating uniformity. The best healing effect occurs when the maximum temperature of the upper surface reaches 160 °C. The recommended optimal SF content is 6% of the asphalt volume. The asphalt mixture with 6% SF has an appropriate volume performance, moisture stability, and skid resistance; additionally, it has the best high-temperature stability, as well as low-temperature and intermediate-temperature crack resistance. Meanwhile, it also has uniform temperature distribution and efficient healing efficiency.

Bus Lane Design Based on Actual Traffic Loads and Climate Conditions

Bus lanes play a crucial role in urban areas as their primary objective is to increase public transport efficiency and help traffic and public transit systems flow more smoothly. This study starts with traffic and climate monitoring to verify asphalt bus lanes in Rome, Italy, according to the Italian Pavement Design Catalogue published in 1995. KENLAYER software calculated the stress-strain conditions under real traffic loads (i.e., hourly passages of urban buses, considering their axle load and seat occupancy rate), typical subgrade bearing capacity (i.e., resilient modulus equal to 90 MPa), current climate conditions, and road material properties. Then, the Mechanistic-Empirical Pavement Design Guide (MEPDG) was used to verify the response of the pavement structure. The fatigue verification of bound materials resulted in damage values much lower than 1 at the end of the 20-year service life (i.e., 0.12 with the Asphalt Institute and 0.31 with the Marchionna law, respectively) and highlights that the Italian catalogue’s sheets are overdesigned. On the other hand, the rutting verification according to MEPDG is not satisfied after an 11-year service life (i.e., the total rutting is equal to 1.50 cm), forcing frequent and expensive maintenance of wearing and binder courses. Therefore, the results confirm the validity of the Italian catalogue for fatigue service life and suggest the need for high-performance asphalt to prevent early rutting due to bus traffic increasing by load and frequency in previous decades.

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

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

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

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

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

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

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

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

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

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

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

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

Development of a Sustainable Maintenance Strategy for Forest Road Wearing Courses in Different Climate Zones

This study was done to determine the appropriate maintenance strategies for the deteriorating gravel forest roads in the Mediterranean, sub-humid and semi-arid climates. Unmanned Aerial Vehicle (UAV) was used to monitor Unpaved Road Condition Index (UPCI), immediately after maintenance activities and seasonally in one year. The deterioration time of the wearing course was predicted using Markov chain analysis. Results showed that roads in sub-humid climates presented lower UPCI (7.19) compared to the Mediterranean (7.81) and semi-arid (8.82) climates. When roads were maintained by a high-budget strategy, deterioration time was longer than when other strategies were used. The cost-effectiveness (CE) value of the low-budget strategy was more favorable than different strategies in all traffic levels of the Mediterranean climate and high-traffic roads in a semi-arid environment. Low-budget maintenance activities include one culvert improvement per 6 km, light blading, and 30 mm layer graveling. In a semi-arid climate, a medium-budget maintenance strategy was more efficient in medium and low-traffic roads. Medium, high, and low-budget maintenance strategies were efficient in high, medium, and low-traffic roads in sub-humid climates. High-budget maintenance activities include one culvert improvement per 4 km, heavy blading and local compaction, and 60 mm layer graveling. Overall, it was concluded that monitoring UPCI over time and probability analysis using time series is helpful for a sustainable and long-term management of forest roads.

Asphalt recycling in polymer modified pavement: A test section and recommendations

While recycling of Reclaimed Asphalt Pavement (RAP) is accelerating, road owners still often restrict the use of RAP in polymer-modified pavement. Here we used a balanced mixture design for preparing polymer-modified asphalt mixtures for wearing and binder courses having 30 % to 60 % RAP content. Findings from the paved test section show that it is possible to design polymer-modified mixtures with 30 % to 50 % RAP that have a good crack propagation resistance, high fatigue resistance, acceptable stiffness, and sufficient rutting resistance. Based on the findings, recommendations for RAP use in polymer-modified layers are provided.

METODE PELAKSANAAN OVERLAY REKONSTRUKSI PADA PROYEK CIKOWOAN – KADUT (REGULER) DI STA 1 + 700 s/d STA 2 + 286

In terms of access to mobilization/demobilization and the location is very steep, the dump load is minimal due to poor access. Very high rainfall has resulted in further delays in the implementation of work. ACBC (Asphalt Concrete Binder Course) asphalt foundation and top layer or asphalt surface wear layer ACWC (Asphalt Wearing Course) for the material used, namely Asphalt Emulsion CSS -1 or SS -1 layer thickness (AC-BC) solid with a thickness of 0.6 cm with a loose thickness of 7.4 cm, the layer thickness (AC-WC) was solid with a thickness of 0.5 cm and a loose thickness of 6.4 cm. AC-WC compaction is divided into 3 parts, namely first compaction (breakdown rolling), second compaction (intermediate rolling), final compaction (final rolling). The first compaction is carried out when the temperature reaches 111 C to 102 C or about 0 – 10 minutes from the time the AC – WC is held. This ride uses a tandem roller with the number of tracks according to the trial compaction. The second compaction is carried out at a temperature of 102 C to 83 C or about 10-20 minutes since the AC-WC was held. This event uses a Pneumatic Roller with the number of passes according to trial compaction. The final compaction was carried out at a temperature of 83 C to 63 C or around 20-45 minutes since the AC-WC was held. This event uses a Pneumatic Tandem Roller with 12 to 15 passes. In the work of the Cikowoan – Kadut Road Improvement Reconstruction Project in Majalengka Regency, the tools used are Mini Excavators, Asphalt Tanks and assistive devices (asphalt sprayer), Dump trucks, Tandem combin rollers, Mini iron wheel compactor machines (baby roller), soil compactor machine.