Wearing Course Research Articles

Use of Gravel Loss Prediction Models in the Design and Management of Unsealed Road Pavements

Many countries have large unsealed road networks which are essential for business efficiency, social connectedness, and community safety. These roads are maintained at considerable cost mainly through blading and re-gravelling. The latter is a major component of the maintenance and is determined by gravel loss. Gravel loss prediction models can be used to assess the effect of different wearing courses, which provides useful input into the design and management of unsealed roads. This paper reviews the origins, input parameters, and output of four available gravel loss prediction models, namely, the Transport and Road Research, HDM-4, Australian, and South African models. It was found that the predictive accuracy of the models is in general low and they predict very different gravel loss results. There is also a lack of integration between the design and maintenance, leading to the wearing course properties recommended for design not being directly linked to gravel loss. These findings led to further analysis of the models and the development of re-gravelling frequencies based on traffic, climate (annual rainfall), and material property (plastic factor), which can be used in the selection of the appropriate wearing course material and in the determination of re-gravelling budgets. This presents a simplified approach to the use of existing gravel loss prediction models in the design and management of unsealed roads which mitigates some of the shortcomings in the use of uncalibrated models.

Utilization of palm shells fly ash as filler on the mixture of Asphalt Concrete Wearing Course (AC–WC)

The scarcity of natural component of road construction, such as river sand, gravel and rock; against high market demand causing the increased of material market prices. Therefore, there is a call for innovations of substitutes to reduce the demand of natural resources use. Aceh Barat is boastful of palm plantation supplying the palm oil industry. Palm oil production generates waste including fly ash. This study aims to investigate the physical properties of fly ash to be used as filler in asphalt concrete mixture AC WC. The study also inspects the Marshall characteristics of the mixture of Asphalt Concrete Wearing Course (AC- WC) used palm shells fly ash. Results of the study displays that there are characteristics value of the AC-WC mixture which is compliant with the Specification for Asphalt Concrete Mix by Department of Public Work 2010. KAO 5.51% for palm shells fly ash filler. The stability value of the AC-WC mixture used palm shells fly ash as filler is 1279.54 kg; flow 3.5 mm; MQ 362.18; Density 2.4 gr/cm3; VIM 4.18%; VMA 15.55% dan VFB 74.21%. This research benefits is sought to realize the cooperation of the agricultural industry in the field of road transportation which is environmentally friendly and sustainable.

Design and properties of asphalt concrete with various plastic waste in dry processed

Plastic is a waste that cannot be decomposed easily, plastic need about a ten to hundreds years to be decomposed perfectly depends on the plastic type. According to CNN, Indonesia is a second largest plastic waste contributor after China with more than 1 million in a minute, 50 percent are just single use then throw away and 5 percent are the truly recycle plastic waste. Along with the current development, there are a lot of innovations to the all things, one of them is substitute the aggregate with plastic, in this thing, plastic will substitute the aggregate pass the ¾ aggregate filters and strained the number 4 aggregate filter substitute with LDPE, PP and PET Plastic each. This research is aimed for evaluating and comparing the effect of adding or substitute the aggregate with LDPE, PP and PET plastics type for designing asphalt concrete. There are four test that related to strength and durability of Asphalt Cocrete: Unconfined Compressive Strength (UCS), Indirect Tensile Strength (ITS) test, Cantabro test, and Permeability test, each of them has a value and each of test will be comparing the specimen test whose aggregate is substitute on LDPE, PP and PET. The result of this research show that in the UCS test PP miture speciment test can hold the vertical pressure 253.41% stronger than PET and 399.12% stronger than LDPE. In ITS test PP mix object 56.29% stronger than PET and 396.90% stronger than LDPE. In the Cantabro test PP mix has durability 1.33% better than PET and 1.60% better than LDPE and in the Permeability test PP has a better classification to be the Asphalt Concrete Wearing Course with Practically Impervious classification.

Mixture Composition Analysis Of Reclaimed Asphalt Pavement (RAP) As Asphalt Concrete – Wiring Course (AC-WC) Layer Against Marshall Characteristic

Reclaimed Asphalt Pavement of national roads in East Java Province can be used at AC-WC, AC-BC, AC-Base layers, with a percentage of RAP usage of 20-40%, optimum RAP of 20-30%, asphalt’s content in RAP of 3,78-4.63% (Widayanti, 2018). The composition of the addition for 20% RAP which is originated by Taman-Waru with natural aggregates produces Marshall stability of 830.482 kg and melting / flow of 3.8 mm (Handayani, 2007). Therefore, it is necessary to have research of the analysis about the composition of the Reclaimed Asphalt Pavement (RAP) in the amount of 25%, 30%, 35% as the Asphalt Concrete - Wiring Course (AC-WC) layer against the characteristics of the Marshall.
 The purpose of this research are 1.) To find out the optimum asphalt content (KAO) in a mixture of AC-WC (Asphalt Concrete - Wearing Course) asphalt and 60/70 Asphalt mixture with the usage of RAP material and natural aggregate in accordance with the General Specifications of Bina Marga 2018 2.) Knowing the effect of the usage of RAP material and natural aggregate for the gradation of asphalt mixture of AC-WC (Asphalt Concrete - Wearing Course) in accordance with the General Specifications of Bina Marga 2018 3.) Knowing the performance of AC-WC asphalt concrete mixture (Asphalt Concrete - Wearing Course) and 60/70 asphalt mixture of RAP material and natural aggregate in terms of Stability and Marshall Quotient values. The research was carried out by the experimental method through laboratory testing. The expected benefit of this research is the discovery for optimizing of the usage recycle materials from road pavement that will be reused during the implementation of road maintenance work and give an alternative of the minimum natural aggregate’s usage.
 The result of the testing in the laboratory, the mixture of heat asphalt AC-WC with 25% of RAP, had the highest Marshall stability of characteristic for 1309 kg. It’s caused the new materials of the mixture composition has better quality than the mixture of RAP materials, but the additions of RAP composition for 25%, 30%, 35% still can be used as the alternative substitution of nature aggregate, because those are still the Bina Marga’s specification in 2018 of AC-WC mixture.

KAJIAN PARAMETER MARSHALL DENGAN MENGGUNAKAN LIMBAH KARET BAN-DALAM KENDARAAN SEBAGAI BAHAN TAMBAH PADA CAMPURAN LAPIS AUS PERMUKAAN ASPAL BETON (AC-WC)

This research was using the waste of inner-tube rubber as an additive on asphalt concrete wearing course mixture (AC-WC). The purpose is to know is there a difference between aspal beton that used the waste of inner tube rubber on marshall parameter value. This reseach used experiment method that examine the marshall parameter in 5 extra content variations of the waste of inner-tube rubber, that is 1%, 2%, 3%, 4% and 5%, by 5 sample test items for each variant. Result of this reseach show that the best extra levels of inner-tube rubber was be obtained in 1% level with stability value 804.556 kg, melted value (flow) 3,0 mm, Marshall Quentient (MQ) value 271.333 kg/mm, Voin in Mineral Aggregates (VMA) value 19.131%, Void Filled with Asphalt (VFA) value 73.826% and Void in the Mix (VIM) 4.463%. based on the result of this research, it can be concluded that the inner-tube rubber can be used as an additive on asphalt concrete wearing course mixture (AC-WC).

Marshall Characteristics of Asphalt Concrete Wearing Course Using Crumb Rubber Modified of Motorcycle Tire Waste as Additive

The significance of this research is to find out the effect of adding Crumb Rubber Motorcycle Tire Waste (CRM-MTW) on asphalt concrete wearing course (ACWC) mix. Two sizes of CRM-MTW that are used are CRM that passes filters identified as numbers 50 and 100, while the contents of the CRM-MTW are 0%, 0.5%, 1%, 1.5%, 3%, 4.5%, and 6% of the aggregate weight. Marshall Method is used in this research. The analysis is based on Marshall parameters namely, stability, flow, Marshall Quotient (MQ), Void in the Mix (VIM), Void in the Mineral Aggregate (VMA), and Void Filled Asphalt (VFA). The result of this research indicates that the size of CRM-MTW, No. 50 and No. 100, affects Marshall stability of conventional asphalt mix. Best CRM-MTW addition is CRM-MTW No. 100 with the content of 1%.

Effect of Latex to Minimize the Use of Asphalt in Asphalt Concrete Wearing Course

One aspect that needs to be considered in the application of asphalt pavement is the fact that asphalt is a non-renewable resource which requires constant maintenance throughout its lifetime. Thus, developing a mix with asphalt contents reduced to the minimum is a challenge in and of itself. Latex, in this case, would seem to be potentially viable additives. The aim of this research is to investigate the effects of using latex as an additive to minimize the use of asphalt in asphalt concrete wearing courses (ACWC). Four varying amounts of latex were mixed with asphalt at 0%, 2%, 4%, and 6% of the total weight of an asphalt binder. A wet process was then employed to blend the mixtures together. Afterward, the latex-asphalt mixtures were added to an aggregate to form various mixtures ranging from 5% to 7% of the aggregate and the incremental weight of 0.5% of the latex-asphalt ACWC. For each latex-asphalt-aggregate mixes, the optimum binder content was determined based on stability, flow, Marshall quotient, voids in the mineral aggregate (VMA), voids in the mixture (VIM) and voids filled by the binder (VFB). The results of this experiment indicated that the addition of latex reduces the need for asphalt contents.

Thermal properties of cool asphalt concrete containing phase change material

Building and pavement, due to their impervious nature, are listed as some of the main causes for Urban Heat Island (UHI) phenomena where the temperature in the urban area is higher than that of surrounding areas. Due to its characteristic that can absorb and release heat at a specific temperature, Phase Change Materials (PCM) has been widely used in building infrastructure as thermal regulation to combat UHI. However, the application of PCM in pavement infrastructure is still very limited due to a lack of study on this. This study analyses the Phase Change Material in asphalt concrete focussing on thermal properties, which is surface temperature. Experiments were carried out on a slab of wearing course with the PCM substituting the equivalent amount of mineral filler, and then compared with a slab of conventional wearing course. The study showed that the potential of PCM used in pavement mixture decreased the surface temperature of the pavement. The maximum difference of temperature of PCM and asphalt concrete mixture reached 120C.

The Sustainability of Reclaimed Asphalt as a Resource for Road Pavement Management through a Circular Economic Model

The transition of the road engineering industry to a circular way of doing business requires more efficient and sustainable resources, energy, and waste management. The rates in which reclaimed asphalt is being recycled or reused in the asphalt mixture production process constitutes a crucial parameter in this transition. This paper aims at establishing a further step towards the combined circularity and sustainability of asphalt pavements, by introducing a framework for quantifying their Material Circularity Index. The framework is based on the methodology proposed by the Ellen MacArthur Foundation and accordingly tailored for the context of asphalt pavements. This study, thus, attempts to provide a thorough analysis of the Reclaimed Asphalt’s recycling rates and trends on a European scale and to identify whether the efficiency of the current recycling practices is adequate or not. Moreover, a case study has been undertaken in order to quantify the Material Circularity index of the asphalt pavements forming Italy’s motorway network, following the proposed framework. For representative and accuracy reasons, the Material Circularity index of wearing, binder, and base courses has been calculated separately, and the results interestingly indicate that the base course exhibits the highest rates of circularity.

Development of high workability grout on semi rigid wearing course

A composite pavement known as semi rigid wearing course is made by incorporating high workability fluid grout into a high porosity of porous asphalt skeleton. This fluid grout is particularly designed to have the consistency workability of water with high early and 28 – day strength. It is critical to maintain its high fluidity so it can flow through air voids while simultaneously generate high compressive strength with minimal porosity. The aim of this study is to investigate the influence of a known pozzolanic material towards the properties of fluid grout. A wide range of mix trials was formulated with various proportions of chemical and mineral admixtures. The fresh and hardened grout underwent flow cone and compressive test for its workability and strength determination respectively. The results obtained show that the combination of a known pozzolanic material and a known chemical admixture is possible to improve the fluidity of grout and strength when suitable and conducive mix proportions attained.

Carbon footprints calculator of highway pavement rehabilitation: The quantification of carbon emissions per unit activity

Carbon dioxide that emitted throughout the construction lifespan is crucial from development of design, construction, up to demolition stage. Focusing in the rehabilitation of highway pavement, the activities that normally involved are from milling, roller up to dumping the wastes asphalts. The aim of this paper is to estimate the carbon footprint emission in unit of tonnes for carbon dioxide equivalents (t CO2-eq/km-lane). The case study involved based on five selected projects for north–south bound expressway of Malaysia. The results show that highest carbon footprint were from the Mill and Pave 250 mm (MP 250) with 117.94 t CO2-eq/km-lane. This is due to its depth of pavement with 140 mm dense bituminous macadam, 60 mm asphalt concrete base course and 50 mm asphalt concrete wearing course as compared as other Mill and Pave. The result followed by MP 200, MP 110 and MP 50 at 95.19, 54.10, and 27.37 t CO2-eq/km-lane respectively. The critical activities involved during the construction shows the asphalt concrete production as the highest generation of emission with 53.78 t CO2-eq/km-lane, followed by lorry transportation of asphalt waste, lorry transportation of asphalt concrete, fuel consumption from machineries, neomed coat, and water consumption with the value of 28.58, 24.50, 10.83, 0.23, and 0.01 t CO2-eq/km-lane respectively. The results from this study considered as references guidelines for carbon footprint calculator to calculate emission as compared to other expressway in Malaysia.

Study on the Use of a Variety of Plastic Materials in a Mixture of High Density Polyethylene (HDPE) in a Mixture Based on Wear AC-WC Layers (Asphalt Concrete Wearing Course)

Roads with flexible pavement are pavements that use asphalt as an aggregate binder, so they are much in demand rather than rigid pavement. Road infrastructure requires maintenance whose conditions must be maintained on an ongoing basis. The use of plastic packaging cannot be separated in everyday life. HDPE (High density polyethylene) is high density polyethylene. Based on the problem of the amount of used plastic waste currently available, this research is needed to find out how well the pavement uses the use of HDPE (High Density Polyethylene) plastic as mixed plastic waste. After testing the laboratory and analyzing it according to the General Highway Specifications for normal composition 1 without a mixture of 0%, the asphalt content that meets all the requirements is estimated at asphalt level between 5.6% - 6%. Whereas in composition 2-4 with HPDE plastic waste 4%, 8%, and 12%. From the results of the research with 4 different compositions, it is obtained that the optimal asphalt content composition of HDPE plastic mixture is 0-12% which meets the VIM and stability an optimal 8% HDPE plastic mixture was obtained with an optimum asphalt content of 4.45%

Performance Evaluation of Hot Mixture Asphalt Using Concentrated Rubber Latex, Rubber Compound and Synthetic Polymer as Modifier

Research on the utilization of natural rubber for Hot Mixture Asphalt as modifier has been widely carried out, and more intensively since 2016 due to the declining global natural rubber price. Further research conducted is the utilization of pre-vulcanized concentrated rubber latex and rubber compound added with antioxidants and treated through vulcanization process. This study experimentally evaluates the performance of Asphalt Concrete Wearing Course (ACWC) using natural rubber and synthetic polymer as modifier, compared to ACWC without modifier (only petroleum asphalt). The results show that the rubberized asphalt has higher index penetration value as well as higher elasticity compared to petroleum asphalt penetration grade 60, but lower than synthetic polymer modified asphalt. Similarly, the level of performance of rubberized asphalt mixtures, particularly resilient modulus, water resistance, deformation, and fatigue cracking, is between that of petroleum asphalt and synthetic polymer modified asphalt

Moisture Susceptibility and Fatigue Performance of Hydrated Lime–Modified Asphalt Concrete: Experiment and Design Application Case Study

Hydrated lime has been recognized as an effective additive used to improve asphalt concrete properties in pavement applications. However, further work is still needed to quantify the effect of hydrated lime on asphaltic concrete performance under varied weather, temperature and environmental conditions and in the application of different pavement courses. A research project has been conducted using hydrated lime to modify the asphalt concretes used for the applications of wearing (surface), levelling (binder) and base courses. A previous publication has reported the experimental study on the resistance to Marshall stability and the volumetric properties, the resilient modulus and permanent deformation at three different weather temperatures. This paper reports the second phase experimental study for material durability, which investigated the effect of hydrated lime content on moisture susceptibility when exposed to a freeze-thaw cycle, and the fatigue life. The experimental results show an improvement in the durability of the modified asphalt concrete mixtures. Optimum hydrated lime contents for different course applications are suggested based on the series experimental studies. Finally, the advantage of using the optimum mixtures for a pavement application is demonstrated.

PEMANFAATAN MATERIAL LOKAL DALAM PEMBUATAN ASPAL PORUS TIPE AC-WC YANG AMAN DAN RAMAH LINGKUNGAN

Surface of highway pavement is wet during rain and drowned by stormwater. This situation can makes slip of vehicle wheels and causes an accident. Porous asphalt is a new generation in flexible pavement. Porous charactheristic can be obtained by using less fine aggregates comparing the normal one so it has more voids. We can expect the pavement has higher skid resistance and its voids can be functioned as drainage in mix. This type of pavement developement also strongly depends on availability of the approriate local material for that we can produce a good performance porous asphalt which is described in this paper. Consideration of so many problems can be taken apart, the research is limited in modification design of asphalt concrete wearing course using porous asphalt mix exploits South Sumatera aggregates. After investigatives classification of aggragates, the fine aggregates (sand) can be reduced significantly to obtain a large amount of voids by 6.1% asphalt used. However, this porous structure also causes defect, mainly the stability degradation in mix. So the future research will continue to formularize a better stability performance from pavement variety expected

Highway Asset Management Framework for Longevity of Infrastructure – A Case Study for China-Pakistan Economic Corridor

Pavement management system (PMS) affords objective information and useful data analysis to make consistent, cost-effective, and defensible decisions related to the pavement preservation at network and project level. Pavement functional and structural evaluations using performance indicators such as international roughness index (IRI), surface distress, rutting, deflection data etc. are the key element of PMS. A departure from exiting stand-alone evaluation practices, this research presents project-level functional and structural evaluation and its integration into a PMS framework for more accurate and realistic forecasting of the pavement needs over the analysis period. A case study of an in-service pavement is presented to demonstrate the applicability of proposed framework. Owing to the non-availability of time-series performance data at present, pavement serviceability and structural capacity data before and after of an in-service pavement rehabilitation was explored for overlay treatments (conventional and crumb rubber- modified (CRM) asphalt mixtures) effectiveness analyses. Results of functional evaluation quantified the extent to which CRM improves the functional performance of the pavement, in terms of the drop in IRI. CRM asphalt mixture exhibited relatively superior functional performance in contrast to conventional asphaltic wearing course by a margin of 8% higher drop in IRI, on average. Non-destructive testing technique for pavement structural evaluation using falling weight deflectometer (FWD) data was employed to assess structural capacity of pavements. A computer-aided program was developed for estimation of structure number effective (SNeff) to be used as an input for overlay design using AASHTO empirical method. Moreover, mechanistic-empirical (M-E) design method was employed using evaluation of layer moduli and overlay design (ELMOD) program for overlay thickness design and pavement remaining service life (RSL). Comparison of pre- and post-rehabilitation deflection data endorsed roadbed soil stiffness and structural adequacy. RSL estimated through traffic data (truck load repetitions) validated the results obtained using empirical and M-E methods. Application of KENPAVE program for evaluation of pavement overlay thickness design was also demonstrated by conducting damage analysis. Integrating structural evaluation with functional evaluation into an overall framework of PMS is envisaged to provide systematic and objective procedures for monitoring and evaluating pavement performance, selecting optimal type of treatment and its thickness design.

The Effect of Coal Powder Addition to Asphalt Concrete - Wearing Course (AC-WC) Mixture to Increase Road Surface Hardness Quality

The most common type of structural asphalt pavement in Indonesia is asphalt concrete-wearing course (AC-WC). This type of layer is the most vulnerable type, with damages mostly caused by weather and tire pressure of heavy vehicles. In this study, the test object was produced based on standardized general specification called ‘Spesifikasi Umum Bina Marga’ 2010 (Division VI). The mixture of the test object contained varied amount of charcoal powder: 10%, 20%, and 30%. From Marshal Test data obtained in the study, the mixture which met the qualification of ‘Spesifikasi Umum Bina Marga’ 2010 was the one containing 30% charcoal powder. The mixture had 1183 kg stability value, 3.73 mm flow value, 316.9 kg/mm Marshal quotient, 4.47 % VIM, 17.08% VMA, and 73.82% void filled. Therefore, it was concluded that 30% charcoal powder content met the Marshal test standard, and more addition of charcoal powder resulted in more void filled to cover the aggregate, and less void left in the mixture (VIM).

The effect of laterite stone as filler on marshall stability hot mix asphalt AC-WC

The highway is the main transportation infrastructure in Indonesia. Most of the highway pavement construction in Indonesia is flexible pavement. The filler commonly used in hot mixture asphalt is Portland Cement. Along with the issue of sustainable development and utilization of local materials, fillers are often replaced with cheaper and easily available materials. One material that can be used as a filler, cheaper and easily available is Laterite. The experiment was proposed to find out whether laterite could be used as filler material on Asphalt Concrete Wearing Course (AC-WC). The method and technical specification of experiment referred to Asphalt Pavement Specification, that published by Public Work Ministry of Indonesia. The experiment had another objective. The experiment would be examine whether laterite percentage variation on filler material that mixed with Portland Cement, would effect on Marshall Stability value. The filler material was a mixture of laterite and Portland Cement, which the proportion of each were 0:100, 50:50, and 100:0. Each proportion of filler material compacted with 75 and 400 blows. There were 3 samples of each combination of the proportions of the filler material. The total number of specimens were 18. Furthermore, the Marshall stability value of each specimen would be tested using ANOVA test. And ANOVA test used Software Minitab 16. The experiment result showed, Marshall Stability was greater than 800 kilograms as asphalt concrete wearing course (AC-WC) specification requirement. Analysis of Variance (ANOVA) test results using Minitab 16 software showed no difference in Marshall stability value on all specimens. Because, P-value of Laterite and compaction combination were less than 0.05.

Characteristics of stone matrix asphalt by using natural fibers as additives

Abstract The increased growth of traffic and maintenance expenditures demands a great need for developing better, long-lasting, and more efficient roads that prevents or minimizing bituminous pavement distresses. The Stone Matrix Asphalt (SMA) mixtures provide a durable wearing course in the flexible pavements. This research is to study the influence of additives on the characteristics of SMA mixtures and to propose an ideal surface course for the pavements. The additives used for this investigation are natural fibres such as coir, sisal and banana fibres. A preliminary investigation is conducted to characterize the materials used in this study. Marshall Test and Indirect tensile strength tests are conducted for optimizing the SMA mixtures and to study the engineering properties of stabilized mixtures respectively. Based on the volumetric and mechanical characteristics of the various stabilized mixtures it is inferred that the optimum fibre content is 0.3% fibre by weight of mixture for all fibre mixtures irrespective of the type of fibre. But in all stabilized mixtures, the volumetric results are within the specification range. The coir fibre is the best among the fibres that are used in the investigation where as Sisal and banana fibre mixtures shows the same characteristics on stabilization. The present study is carried out to provide a brief understanding of the engineering behavior of the SMA mixture with various natural fibres as additives, which increases the level of confidence in the field application of this material.

Evaluation of Skid Resistance Performance Using British Pendulum and Grip Tester

A good road surface texture is very important to minimize road accident due to skidding problem. Many tools are used to measure skid resistance of road surface such as British Pendulum and Grip Tester. British Pendulum can be classified as traditional tool while Grip Tester is an advanced equipment. British Pendulum Number (BPN) and Grip Number (GN) are the output values from the respective tools. The main objective of this study was to establish relationship between BPN and GN. The tests were conducted on Asphaltic Concrete Wearing Course (ACW20) road surface located at selected Expressway in Selangor and State Road in Melaka. The results show a very weak correlation between both tests where the regression value was less than 0.19. It is recommended that further investigation and more tests on different types of surface be conducted to improve the correlation between the BPN and GN.