WC) with the added of Asbuton on Asphalt Quality

(1)

‘‘Opportunities and Challenges for Sustainable Learning, Research and Community Service in Covid-19 Pandemic Constraints’

50

The Effect of Warm Mixture Asphalt for AsphaltConcrete (AC- WC) with the added of Asbuton on Asphalt Quality

Sartika Nisumanti^1*, Febryandi¹, Syntia Dwi¹

1Civil Engineering Study Program, Faculty of Engineering, Indo Global Mandiri University, Palembang, Indonesia

*Corresponding Author: SartikaNisumanti, [email protected]

Abstract

This study aims to analyse a warm mix of asphalt with the addition of asbuton to measure the optimum grain content of asbuton. The research was conducted with 3% asbuton content, variations in asphalt content of 5%,5.5%,6%, 6.5%,7%. AC-WC mix type uses 60/70 penetration using the Marshall method. The results showed that 5% asphalt content showed a lower level of stability 1307.84 kg and a higher level of stability 1649.76 kg with an asphalt content of 6.5%. Correction rate of stability ≥800 kg. While the variation of AC-WC warm asphalt mixture with the addition of buton has an effect on the VIM value in the mixture. Parameters that do not meet the requirements of the VIM value are asphalt mixture content of 5% as much as 6.03% and 5.5% of 5.89% with a standard range of asphalt content of 3.5-5.5%. The effect of warm asphalt mixture for AC-WC with the addition of buton has a VMA value that meets the standard VMA value ≥15. This shows that the higher the asphalt content, the higher the cavity in the asphalt mixture aggregate. The lowest flow value was at 7% asphalt content of 4.74 mm, while the lowest flow rate of 5% asphalt content was 3.33 mm. The warm asphalt mixture for AC-WC with asbuton added material has an optimum asphalt content of 6.5%.

Keywords: Asbuton, Asphalt Penetration 60/70,Marshall Test

1. Introduction

Road infrastructure is one of the means of land traffic which has an important role in driving the wheels of the national and regional economy (Intari et al, 2019). Due to the reason, it is necessary to plan a stronger, and high durability pavement structure (Elsa et al, 2020). The asphalt mixture which is commonly used is a hot mix asphalt (Abdallah et al, 2019; Syahputra et al, 2019; Sairin et al, 2018). This mixture is obtained by mixing aggregate and asphalt. Both of the components are preheated to high temperatures in order to obtain a good mixture. The heating process requires a lot of fuel so that it can increase the temperature of the aggregate and asphalt. However, this kind of action can cause global warming that affects the environment and society (Carlina et al, 2019). She furthermore claims that warm mix asphalt can be processed using a lower temperature with the same quality asphalt mixture and can save fuel usage (Carlina et al, 2019). Therefore, research on the use of added materials using asbuton was carried out. (Nyoman, 2018). The use of wearing coated Asbuton Asphalt Concrete Wearing Course (Ac-Wc) in mixing warm asphalt with varying bitumen content of 5.0%, 5.5%, 6.0%, 6.5%, 7.0% is expected to obtain characteristic values close to the specifications of the mixture of hot mix asphalt.

Thus, this research aims to determine the effect of the use of asbuton coated with Asphalt Concrete Wearing Course (Ac-Wc) in mixing warm asphalt and to assess the quality of the asphalt mix with as buton using the Marshall test method.

1.1. Compositional Asphalt Concrete (Hardiyatmo, 2017; Permana et al, 2018)

(2)

51 a. Asphalt

Asphalt is defined as a solid to slightly dense material at room temperature. If the asphalt is heated to a certain temperature, the asphalt will melt so that it can wrap the aggregate particles at the time of making asphalt concrete or enter the pores when it is watered on the macadam pavement or laying (Syahputra et al, 2019; Sairin et al, 2018;

Firdaus et al, 2018).

b. Aggregate

Aggregate is a hard and stiff material that is used as a mixture in the form of various types of grains or fragments including sand, gravel, crushed aggregate, high kitchen slag.

Asphalt concrete (Laston) is a road construction layer consisting of a mixture of hard asphalt and aggregate which is constantly graded, mixed, spreaded and compacted in a hot state at a certain temperature (Syaputra et al, 2019; Firdaus et al, 2018).

c. Mixed Gradation AC-WC

Gradation or distribution of particles based on aggregate size is important in determining pavement characteristics. The aggregate gradation affects the size of the cavities between the grains which will determine the characteristics in the implementation process in the laboratory and in Asphalt Mixing Plant (Firdaus et al, 2018).

1.2. Types of Asphalt Testing

Tests carried out to determine the physical and chemical properties of asphalt include asphalt hardness testing, flash and burn point testing, ductility testing, softening point testing (Soeharto, 2015). Testing the properties of asphalt, including softening point penetration, flash point, viscosity in bitumen, moisture content, ductility, solubility in organic (Nguyen, 2017).

The Marshall test is a mandatory test for asphalt concrete, to determine and fulfill the properties of asphalt concrete as required. The test characteristic of the asphalt mixture can measure the parameters, including stability, flow, VIM (Voids in the Mix), VMA (Voids in Mineral Aggregate), Marshall Quotient (MQ) (Muhammad, 2017).

1.3. Warm Mix Asphalt

Warm Mix Asphalt (WMA) is a pavement mixture whose manufacturing and laying processes are at a much lower temperature than HMA. (Serli et al, 2019).

1.4. Specification of warm asphalt mixture with Asbuton.

According to the specifications (Bina Marga, 2010), absolute density is the maximum density or cavity in the minimum voids in mix (VIM) mixture, as in table 1.

Table 1. Warm Asphalt Mixture Requirements

Mixed properties WC BC Base Course

Number of collisions 75 112

Voids In Mix (VIM) (%) Min 3,5

Max 5,5

Void in Mineral Agreggate (VMA) (%) Min 15 14 13

Void Filled with Asphalt (VFA) (%) Min 65 65 60

Marshall stability (kg) Min 800 1500

Max - -

flow (mm) Min 3 5

Max - -

Marshall Quotient (kg/mm) Min 250 300

Remaining Marshall stability (%)after soaking for 24 hours

Min 75

VIM (%) at Refusal Density Min 2,5

(3)

52 2. Research Method

2.1. Research Location

The research was conducted at the Laboratory of the Provincial Public Works Office of Bina Marga, South Sumatra Province.

2.2. Research Materials

The materials used in this study include 60/70 penetration asphalt, Asbuton-added material type 5/20 from PT. Teratai Intan Sari Bangka Belitung, coarse aggregate in the form of split stone ½ and screen 1/1, fine aggregate from PT. Sinar Musi South Sumatra, Filler from Semen Baturaja.

2.3.Research Procedures

The implementation stages of this research can be seen in outline in the flow chart in Figure 1.

Figure 1. Procedure of Research

2.4The stages of testing carried out in this study:

1. Aggregate test (SNI 1968,1990), material size testing, fill weight (SNI 4804, 1998), Gradation, viscosity (SNI 2439, 1991), abrasionaggregate (SNI 2417, 1991) los angles machine test 500 rpm with 11 steel ball, aggregate density and absorption (SNI 2433, 1991).

Initial Testing Start

Study of literature formulation of the problem

Preparation of tools and materials Data

Asphalt:

Flsh point density

Agreggate:

Weight viscosity SyievesAnalys

Abration Density

Asbuton Density

Gradation

Mix Design asphalt content Ac-Wc:

5,0%,5,5%,6,0%,6,5%,

Optimum asphalt content (KAO)

Marshall test (VMA, VIM, VFA, MQ, Stability, Flow, density)

Conclusion Analysis of research results

(4)

53 2. Asphalt Testing includes Flash Point Testing 21 determines the flash point and the point of burning using the Cleveland open cup tool, Asphalt specific gravity (SNI 2441, 2011), Gradation and Specific Gravity of Asphalt (SNI 6893, 2002).

3. The mixture of test material is carried out by drying the aggregate at a temperature of 105ºC - 110ºC for a minimum of 4 hours, Asphalt is poured by reaching the thickness level as needed into the aggregate that has been heated, the temperature ranges from 100ºC - 120ºC asbuton is added and stirred should not exceed the time limit of 40 seconds. Furthermore, the compaction was carried out using a collision tool for 75 times with a fall of 457.2 mm. (SNI 2489,1991).

4. Testing of Marshall specimens is carried out by means of the test objects installed in a testing machine, testing is carried out to determine the resistance (stability) to (flow) of the asphalt mixture in accordance with SNI or AASHTO procedures (SNI 2489, 1991; AASHTO T 245, 2015). This test yields the following values of the asphalt mixture, that is void in mix (VIM), voids in mineral aggregate (VMA), void filled with asphalt (VFA), stability, flow, Marshallquotient, anddensity.

3. Results and Discussions

Based on the research findings it is known that Marshall test results used asbuton added ingredients with variations in asphalt content of 5%, 5.5%, 6%, 6.5%, 7% can be described in the following table. The results of the Marshall test that have been calculated by determining the optimum asphalt content (K.A.O) are in Table 2-3 and Figure 2.

Table.2. Result Marshall Test

No. Material Result Specification

1 Optimum Asphalt content(%) 6,5 -

2 Bulk Density Standard (gr/cc) 2,309 -

3 Void in mix (%)VIM 4,06 3,5-5,5

4 Voids in mineral aggregate (VMA) 17,29 Min.15

5 Void filled with asphalt (VFA) 79,42 Min.65

6 stability (kg) 1600,02 Min.800

7 flow (mm) 4,40 Min.3

Table 3. Recapitulation of Marshall Test Mix AC-WC Asphalt content

(%)

Density (t/m3)

VIM %

VMA %

VFA

%

Stability (kg)

Flow (mm)

Marshall (kg/mm) 5,00 2,254 6,03 16,08 66,61 1307,84 3,33 395,73 5,50 2,258 5,89 16,37 68,70 1436,06 3,74 383,11 6,00 2,261 4,42 16,74 76,15 1564,28 4,11 381,17 6,50 2,259 4,06 17,29 79,42 1649,76 4,40 375,03 7,00 2,258 3,92 17,83 80,50 1555,73 4,74 328,77

(5)

53 Figure 2. Density value

Figure 2. Based on the analysis in table 3, it shows that the highest density value is at 6% asphalt content, namely 2.261 and the lowest density value is at 5% asphalt content with a density value of 2.254. The graph in Figure 2 shows that the asphalt content of 5% - 6% has an increase in the density value, while the asphalt content of 6% -7% has a decrease in density. This means that the greater the percentage of asphalt content, the decrease in density will occur.

Figure 3. Void in mix (VIM) value

In Figure 3, it can be seen that the asphalt content of 5% and 5.5%, the VIM value of 6.03 and 5.89 does not meet the requirements. While the asphalt content of 6% to 7% meets the requirements because the VIM value required is 3.5-5.5. The results showed that the higher the proportion value of asphalt content in the composition of the mixture, the lower the cavity value in the mixture. The percentage value of high asphalt content can actually cause cavities in the mixture because the asphalt can fill in the gaps so that the asphalt mixture becomes denser.

Figure 4. Voids in mineral aggregate (VMA) value

The results of Figure 4 showed thatthe VMA value of the test object with 5 variations obtains different values and meets the requirements. The highest VMA value was at 7%

asphalt content, namely 17.83 and the lowest VMA value was at 5% asphalt content, namely

2,253 2,254 2,255 2,256 2,257 2,258 2,259

4,00 4,50 5,00 5,50 6,00 6,50 7,00

Density (t/m3)

Asphalt content (%)

3,00 4,00 5,00 6,00 7,00 8,00 9,00

4,0 4,5 5,0 5,5 6,0 6,5 7,0

V I M (%)

16,00 16,50 17,00 17,50 18,00 18,50 19,00

4,00 4,50 5,00 5,50 6,00 6,50 7,00

V M A (%)

(6)

54 16.08. The magnitude of the VMA value is influenced by the higher the amount of asphalt content, the more cavities are filled in the aggregate.

Figure 5. Void filled with asphalt (VFA) value

The VFA value of each specimen with a variation of 5 different asphalt levels has met the specified requirements, namely the VFA value ≥65. In Figure 5, it can be seen that the highest VFA value is at an asphalt content of 6.5% with a VFA value of 79.42. Then the lowest VFA value lies in the asphalt content of 5% with a VFA value of 66.61. This means that the increase in VFA value is influenced by the number of asphalt levels so that the cavities in the asphalt are increasingly filled (VFA).

Figure 6. Stability

Meanwhile, the analysis showed that the stability value of each specimen with 5 variations of asphalt content met the requirements in accordance with the provisions, namely the stability value ≥800. The result of the highest stability value of 1649.76 is in the test object with asphalt content of 6.5%, and the lowest value is 1307.84, namely with asphalt content of 5%. The increase in the stability value reaches 341.92, this is shown in Figure 6. It can be concluded that the greater the value of stability, the greater the level of melt (flow), thus the greater the value of stability, the more the asphalt will be able to withstand loads.

Figure 7. Flow value

50 55 60 65 70 75 80

4,0 4,5 5,0 5,5 6,0 6,5 7,0

V F A (%)

700,0 800,0 900,0 1000,0 1100,0 1200,0 1300,0 1400,0 1500,0 1600,0 1700,0

4,0 4,5 5,0 5,5 6,0 6,5 7,0

Stability (kg)

Asphalt Content (%) .

3,00 3,25 3,50 3,75 4,00 4,25 4,50 4,75 5,00

4,00 4,50 5,00 5,50 6,00 6,50 7,00

Flow (mm)

(7)

55 asphalt content with a value of 4.74 mm and the lowest melting value is at 5% asphalt content with a value of 3.33 mm. The graph shows that the flow value increases based on the level of increase in asphalt content. This happens the higher the asphalt content, the higher the level of melting. In a mixture, if the flow rate is high, the mixture will tend to cause deformation when given a load. Low asphalt levels will result in low levels of melting, if the flow value is low it can cause the mixture to become stiff and prone to cracking.

Gambar 6. Marshall quotient (MQ) value

In Figure 6, it shows that the MQ value of all test objects with different variations of asphalt content, the results meet the requirements according to the provisions, namely the MQ value ≥250. The results of the highest MQ value were at 5% asphalt content with a value of 395.73, while the lowest MQ value was at 7% asphalt content with a value of 328.77. Based on the graph in Figure 6, it can be seen that the stable MQ value is not too high and not too low, so that the mixture of asphalt content from 5% - 7% has pavement properties that are not rigid but tends to flexible pavement due to a decrease in asphalt content of 6% - 7%.

3.2. OptimumAsphalt Content (K.A.O)

The results of the parameter values obtained from the Marshall test for all variations of asphalt content of 5.0%, 5.5%, 6.0%, 6.5% and 7.0% are depicted in the form of a bar graph.

Determination of the limit for the optimum asphalt content (KAO) is obtained by dividing the value that meets all parameters in half to get the average value. This value is made into the optimum asphalt content value. Figure 7 shows that all variations that have been calculated have the optimum asphalt content value of 6.5% to be used as the level of the Asphalt Concrete Wearing Course mixture.

KAO Marshall 6,5%

upper limit low er limit

VMA VFA VIM Stability Flow

Marshall Quotient

5,0 5,5 6,0 6,5 7,0

Asphalt Content

Figure 7. Optimum Asphalt Content (KAO)

0,0 200,0 400,0 600,0 800,0 1000,0

4,0 4,5 5,0 5,5 6,0 6,5 7,0

M Q (kg/mm)

(8)

56 3. Conclusion

Based on the research results it can be concluded that, the percentage of asphalt content used affects the adhesion and stability value. Then, the effect of the VIM value on the Marshall test is that the higher the bitumen content, the lower the cavity in the asphalt mixture found. Furthermore, the effect of warm asphalt with AC-WC variations and the addition of asbuton has a VMA value that meets the standards, namely VMA ≥15. The higher the bitumen content, the higher the cavity in the aggregate in the asphalt mixture. In addition, the highest melting value was at 7% asphalt content with a melting value of 4.74 mm. While the lowest was located at 5% asphalt content, namely 3.33 mm. The level of melting of the warm asphalt mixture of AC-WC variation with the addition of asbuton is that the higher the asphalt content, the higher the melting rate, and the mixture of warm asphalt varies AC-WC with the addition of asbuton which has the optimum bitumen content which is at an asphalt content of 6.5%.

Acknowledgment

The authors would like to thank the Head of the Palembang National Road Center V for giving permission and the Head of the Laboratory and staff who have helped in carrying out the test. The Author's gratitude also goes to the chief of PT. Teratai Intan Sari Bangka Belitung, PT. Sinar Musi South Sumatra which has provided material for research.

References

Abdallh. A. A. Lhwaint,Indrasurya B.Mochtar. (2019). Hot Mix Asphalt Modified With Crumb Rubber Design and Development Properties From Different Sources of Tire Wastes, IJCIET (International Journal of Civil Engineering and Technology),10(10),289-304

Elsa, E. P., Fajri, K. I., Lilian, G., Purnawan. (2020). The Durability of AC-WC and HRS- Base Pavement with Styrofoam Addition. IJSTR (International Journal of Scientific& Technology Research), 9(9), 210-216.

Intari, D. E., Fathonah, W., & Saputro, B. (2019). Performance of asphalt concrete mixture (AC-WC) using asphalt added with the waste of rice husk ash. In IOP Conference Series: Materials Science and Engineering (Vol. 673, No. 1, p. 012037). IOP Publishing.

Syahputra, D., Subagio, B. S., & Hariyadi, E. S. (2020). Asphalt Concrete–Wearing Course (Ac-Wc) With Crumb Rubber Mixture Performance Evaluation. Jurnal Teknik Sipil, 26(3), 223-230.

Carlina, S., Subagio, B.S., Kusumawati, A. (2019). The Performance of Warm Mix for the Asphalt Concrete – Wearing Course (AC-WC) Using the Asphalt Pen 60/70 and the Sasobit Additives. Civil Engineering Journal ITB, 26(1),11-16.

Permana, R. A., Pramesti, F. P., & Setyawan, A. (2018). Characteristic Asphalt Concrete Wearing Course (ACWC) Using Variation Lime Filler. International conference on advanced material for better future, 333(1), 1-6.

Sirin, O., Paul, D. K., & Kassem, E. (2018). State of the art study on aging of asphalt mixtures and use of antioxidant additives. Advances in Civil Engineering Journal.

Firdaus, Yunus, Y., Isya, M. (2018). Ac-Wc Mixed Characteristics Using Simeulue Aggregate with Variation Of Retona Asphalt Blend 55 And Penetration Asphalt 60/70.

Jurnal Teknik Sipil Syiah Kuala University, 1(3),606-616.

Nyoman, S., Iwan,S., Yohanes R., Ida, R.S. (2018). Performance Evaluation of Asphalt Mixture with Fully Extracted Bitumen from Asbuton. Media Kom Civil Engineering,

(9)

57 process. International Journal of Pavement Research and Technology, 11(3), 236-244.

Muhammad, K. (2017). The Evaluation on the Utilization of Buton Asphalt As Additif on The Characteristics and Parameters of Modified Asphalted Mixture.Jurnal Kelitbangan, 05(01), 20-29.

Soehartono. (2015). Asphalt technology and its use in road pavement construction.

Yogyakarta: Andi.

Hardiyatmo, H. (2017). Pavement planning and soil investigation. Yogyakarta: IKAPI.

Kementerian Pekerjaan Umum.(2010). General Specifications Revision2: For Road and Bridge Construction. Jakarta:Direktorat Jenderal Bina Marga.

Indonesian National Standard. (1991). StandardMethod of Asphalt Mixtures Using Marshal toll. Jakarta, 2489

SNI 1968. (1990). Testing Method Sieve Analysis, Jakarta.

SNI 4804. (1998). Testing Method Fill Weigh. Jakarta SNI 2441. (2011). Testing Specific gravity, Jakarta.

SNI 6893. (2002). Gradation and Density of Asbuton. Jakarta

SNI 2417.(1991). StandardMethodabrasion aggregate withmachine. Los Angeles. Jakarta SNI 2433. (1991). Standard Method of testing the flash point and burn point with the

Cleveland open cup tool. Jakarta.

SNI 1969. (1990). Standard Method Aggregate density and absorption. Jakarta SNI 2439. (1991). Standard Method Viscosity, Jakarta.

AASHTO T 245. (2015). Standard Method of Test for Resistance to Plastic Flow of Asphalt Mixtures Using Marshall ApparatusEdition.