scholarly journals Utilization of Bitumen, Aggregate and Wax with Rubber Tyre in a Flexible Pavement

2021 ◽  
Vol 1197 (1) ◽  
pp. 012017
Author(s):  
Rajat Mohan ◽  
Aakash Gupta ◽  
Kshitij Gaur
Keyword(s):  
Flexible Pavement ◽  
Crumb Rubber ◽  
Partial Replacement ◽  
Bituminous Mixture ◽  
The Road ◽  
Bituminous Mixtures ◽  
Road Pavement ◽  
Waste Rubber ◽  
Bitumen Content ◽  
Maximum Stability

Abstract With continuous wear and tear actions of rubber tyre on roads, a pile of waste rubber gets accumulated every year and it is posing severe threats to the environment. Due to high temperature in the summers, the road tends to become brittle, which may cause separation of binder in the bituminous road causing heavy cracks, so usage of wax tends to reduce the formation of cracks and improve the flexibility of road. This study aims to examine the effects on properties of the bitumen-aggregate mixture when the aggregates are partially replaced by similar sizes of waste rubber tyre particles and bitumen in the mix are partially replaced by a crumb waste rubber tyre, with partial addition of wax content in the bituminous samples. For this purpose of testing the suitability of using rubber waste in road pavement, Marshall Stability test is conducted on several bituminous mixtures. Varying percentages of rubber tyre, such as 0%, 5%, 10% and 15%, are used with different percentages of bitumen content (4.0, 4.2, 4.4, and 4.6), and varying percentages of paraffin wax (0-5%) is also added in the specimen with rubber and bitumen. This is utilized in obtaining the optimum content of bitumen required for best suitability of flexible pavement as well as to assess the durability and strength of a pavement. This study is performed on various mixtures, for the values of bulk density, air voids, stability value and flow value. The studies show that bitumen content corresponding to the maximum stability value and maximum bulk specific gravity in bituminous mixture, indicating the optimum bitumen percentage that can be replaced with crumb rubber tyre. This paper discusses the partial replacement of both aggregate and bitumen in the bituminous mixture, containing some percentages of paraffin, which can help in improving the serviceability level and assists in enhancing the flexibility and cohesion of road to resist heavy loadings of vehicle.

scholarly journals STUDI PERBANDINGAN MENGENAI PERHITUNGAN BESARAN REGANGAN DI LAPISAN SUBGRADE AKIBAT BEBAN RODA KENDARAAN UNTUK JALAN RAYA KELAS I

2020 ◽  
Vol 3 (4) ◽  
pp. 1077
Author(s):  
Leonardo Lijuwardi ◽  
Gregorius Sandjaja Sentosa
Keyword(s):  
Flexible Pavement ◽  
Layer System ◽  
The Road ◽  
Strain Calculation ◽  
Road Pavement ◽  
Large Contact Area ◽  
Vehicle Loads ◽  
Pavement Layers ◽  
Road Data ◽  
Pavement Thickness

ABSTRACTMulti-layer systems theory is one of the concepts used in finding out the amount of strain and stress that occurs in the road pavement system due to vehicle loads. The purpose and goal of this study is to analyze the amount of strain that occurs on the pavement systems in Indonesia, especially in the subgrade position. The type of multi-layer system theory used to calculate the amount of strain includes the theory of one layer systems, two-layer systems and three-layer systems with data analyzed in the form of pavement thickness and type of pavement material.Based on this study, the value of strain obtained by the theory of one-layer system in some of the road data reviewed are 533.8658 microstrains, 361.3456 microstrains, 1577.987601 microstrains, 618,012 microstrains and 140.3075 microstrains. For research with two-layers systems, the results obtained are 1116.2920 microstrains, 544.322 microstrains, 1448.0839 microstrains, 734.1844 microstrains and 738.7226 microstrains. For research with three-layers system, results obtained are 72.20275278; 70.80346908; 192.9638366; 123.1150377dan 391.8845636 microstrains. The results with the calculation of one-layer system are very large because the modulus values of the subgrade layers are not reviewed and only pavement thickness is reviewed. As for calculations with the theory of two-layer systems, the results obtained are far greater than one-layer systems, due to the limitations of the graph to find the value of the ratio between thickness and large contact area. Calculation with the theory of three-layers system is a strain calculation which has a much smaller value compared to the theory of one-layer system and two- layer system. This is because this theory divides the calculated pavement layers into three layers, which is in accordance with the flexible pavement system which divides the pavement layers into three layers, so this calculation is the most ideal calculation because it approaches its original condition.ABSTRAKTeori sistem lapis banyak merupakan salah satu konsep yang digunakan dalam mencari tahu besaran regangan dan tegangan yang terjadi pada sistem perkerasan jalan raya akibat beban kendaraan. Maksud dan tujuan dari penelitian ini adalah untuk menganalisis mengenai besaran regangan yang terjadi pada jalan raya di Indonesia pada lapisan tanah dasar khususnya di posisi permukaan tanah dasar. Adapun jenis teori sistem lapis banyak yang digunakan untuk menghitung besaran regangan tersebut antara lain teori one-layer systems, two-layers systems dan three-layers systems dengan data yang dianalisis berupa tebal perkerasan dan jenis material perkerasan jalan.Berdasarkan penelitian ini, adapun nilai dari regangan yang diperoleh dengan teori one-layer system di beberapa data jalan yang ditinjau, antara lain 533.8658 mikrostrain, 361.3456 mikrostrain, 1577.987601 mikrostrain, 618.012 mikrostrain dan 140.3075 mikrostrain. Untuk penelitian dengan two-layers system diperoleh hasil yaitu 1116.2920 mikrostrain, 544.322 mikrostrain, 1448.0839 mikrostrain, 734.1844 mikrostrain dan 738.7226 mikrostrain. Untuk penelitian dengan three-layers system diperoleh hasil antara lain 72.20275278; 70.80346908; 192.9638366; 123.1150377 dan 391.8845636 mikrostrain. Hasil dengan perhitungan one-layer system sangat besar dikarenakan nilai modulus lapisan dari subgrade tidak ditinjau dan hanya meninjau tebal perkerasan. Adapun untuk perhitungan dengan teori two-layers system, hasil yang diperoleh jauh lebih besar daripada one-layer system, yang disebabkan keterbatasan dari grafik untuk mencari nilai perbandingan antara ketebalan dan luas kontak yang besar. Perhitungan dengan teori three-layers system merupakan perhitungan regangan yang memiliki nilai jauh lebih kecil dibandingkan dengan teori one-layer system dan two-layer systems. Hal ini dikarenakan teori ini membagi lapisan perkerasan yang dihitung menjadi tiga buah lapisan, yang sesuai dengan sistem perkerasan lentur yang membagi lapisan perkerasan menjadi tiga buah lapisan, sehingga perhitungan ini merupakan perhitungan yang paling ideal karena mendekati kondisi aslinya.

scholarly journals DESAIN TEBAL PERKERASAN TERHADAP VOLUME LALU LINTAS PADA KONDISI TANAH RAWA JALAN LABUHA–TOMORI BACAN KABUPATEN HALMAHERA SELATAN

2018 ◽  
Vol 1 (2) ◽  
Author(s):  
Chairul Anwar ◽  
M Taufik Yudha Saputra
Keyword(s):  
Flexible Pavement ◽  
Traffic Volume ◽  
Pavement Design ◽  
Distribution Factor ◽  
The Road ◽  
Road Pavement ◽  
Traffic Lane ◽  
Road Type ◽  
Median Width ◽  
Pavement Thickness

This research was carried out on Jalan Oesman Shah on Labuha-Tomori Road. In determiningflexible pavement thickness, based on the results of analysis and calculation of PavementThickness Design Against Traffic Volume on Swamp Conditions on the Labuha-Tomori RoadSection using the Road Pavement Design Manual Number 02 / M / BM / 2013. Based on theexisting plan, this Labuha-Tomori road section in South Halmahera Regency, North MalukuProvince is an arterial road with 2-lane 2-way road type using the median (2/2 UD), plan width of10 meters, width of existing traffic lane 4, 5 meters, median width of 1 meter, and plannedshoulder width 2.40 m. Based on the results of the analysis of growth rates obtained traffic growthrates of 33.066% over the life of the plan, determining the distribution factor of the lane and thecapacity of the lane of lane 1 and the vehicle in the design lane taken 100%. The equivalent loadfactor can be determined using the value of VDF (Vehicle Damage Factor) according to thesurvey results in the field. The traffic volume plan to determine the CESA4 value = 18,835,021.85= 18.84 million is used for the selection of pavement types while the CESA5 value =33,903,039.33 = 33.90 million is used to determine the type of flexible pavement based on thedesign chart provided in The Road Pavement Design Manual Number 02 / M / BM / 2013, ishighly emphasized in terms of the improvement of subgrade, by looking at the condition of theCBR of the subgrade and CESA5 which will be received by pavement. So if the pavement CBR is5.20% and CESA5 is 33.90 Million, the flexible pavement design is of 2 kinds in the design ofpavement thickness: AC - WC = 4 cm, AC - BC = 15.5 cm, CTB = 15 cm, LPA Class A = 15 cm,Choice of 10 cm and AC - WC = 4 cm, AC - BC = 6 cm, AC BASE = 18 cm, LPA = 30 cm, Choiceof Stock = 10 cm, and Subgrade = 5.20%

scholarly journals Analisis Tebal Lapis Perkerasan Jalan dengan Meninjau Sifat Fisik Agregat Lapis Fondasi Bawah pada Ruas Jalan Sofi-Wayabula Pulau Morotai. (Hal. 97-107)

2019 ◽  
Vol 5 (3) ◽  
pp. 97
Author(s):  
Nurul Fauziah Endah Ningtyas ◽  
Samun Haris
Keyword(s):  
Road Construction ◽  
Flexible Pavement ◽  
Relative Strength ◽  
Strength Coefficient ◽  
The Road ◽  
Human Needs ◽  
Road Pavement ◽  
Calculation Results ◽  
Pavement Structures ◽  
Base Course

ABSTRAKJalan sebagai sarana penunjang transportasi darat memiliki peran penting untuk memenuhi kebutuhan manusia. Salah satu material penting dalam pembuatan jalan adalah agregat. Sifat fisik agregat menjadi salah satu faktor penentu tebal lapisan struktur perkerasan. Ruas jalan Sofi–Wayabula adalah ruas jalan nasional strategis di Pulau Morotai dengan menggunakan perkerasan lentur. Agregat yang digunakan untuk lapis fondasi bawah pada ruas jalan ini adalah kombinasi agregat Eks. Palu dengan agregat Eks. Morotai. Tujuan dari penelitian ini adalah untuk menganalisis tebal lapis fondasi bawah berdasarkan koefisien kekuatan relatif ( ) yang didapat dari nilai CBR kombinasi agregat Eks. Palu dengan agregat Eks. Morotai dan agregat Eks. Palu pada struktur perkerasan lentur. Dari hasil perhitungan metode Manual Perkerasan Jalan 2017 didapatkan tebal lapis fondasi bawah sebesar 15 cm, bernilai sama, baik menggunakan kombinasi agregat Eks. Palu dengan agregat Eks. Morotai, maupun agregat Eks. Palu. Sedangkan, dengan menggunakan Pedoman Perkerasan Jalan Lentur 2011 didapat tebal lapis fondasi bawah sebesar 15,054 cm untuk kombinasi agregat Eks. Palu dengan agregat Eks. Morotai dan 14,608 cm untuk agregat Eks. Palu.Kata Kunci: perkerasan lentur, koefisien kekuatan relatif, lapis fondasi bawah. ABSTRACTRoads as a means of supporting land transportation have an important role to meet human needs. One of important material in road construction is aggregate. The aggregate physical properties become one of the determinants of the pavement thickness structure layer. The road segment of Sofi-Wayabula is a strategic national road in Morotai Island by using flexible pavement. The aggregate used for the sub-base course of the road is combination of aggregate Ex. Palu with Ex. Morotai aggregate. The purpose of this research is to analyze the thickness of the sub-base course based on relative strength coefficient  (a3) obtained from the value of CBR combination of aggregate Ex. Palu with Ex. Morotai aggregate and aggregate Ex. Palu on flexible pavement structures. From the calculation results of the Pavement Road Manual method 2017, the thick of sub-base course is 15 cm, have equal value using the combination of Ex. Palu aggregate with Ex. Morotai aggregate or the Ex.Palu aggregate. Meanwhile, by using Flexible Road Pavement Guideline 2011 the thickness of the sub-base course is 15,054 cm for combination of Ex.Palu aggregate with Ex. Morotai aggregate and 14,608 cm for Ex.Palu.Keywords: flexible pavement, relative strength coefficient, sub-base course.

scholarly journals Road Pavement Information Modeling through Maintenance Scenario Evaluation

2021 ◽  
Vol 2021 ◽  
pp. 1-14
Author(s):  
C. Oreto ◽  
S. A. Biancardo ◽  
N. Viscione ◽  
R. Veropalumbo ◽  
F. Russo
Keyword(s):  
Three Dimensional ◽  
Information Modeling ◽  
Critical Conditions ◽  
Road Maintenance ◽  
The Road ◽  
Bituminous Mixtures ◽  
Road Pavement ◽  
Scenario Evaluation ◽  
Technical Specifications ◽  
Physical Features

Road maintenance operations involve the preservation of the optimal functionality of the pavement. Sometimes the rehabilitation of the pavement layout does not have long lasting effects due to a lack of compliance with the constraints imposed by the technical specifications for the design of materials. The purpose of this paper is to present an efficient BIM tool to help in road maintenance operations through the management of data arising from laboratory testing of road pavement bituminous materials required for the quality control of mixtures. The database associated to the BIM model is a collection of three years of data derived from laboratory investigation on bituminous mixtures’ samples adopted for the maintenance of four main roads located in southern Italy. An algorithm that interacts with the three-dimensional road model has been implemented in order to give road administrations an easy-to-read alert signal for the road pavement structure of the road network that may present the most critical conditions due to poor mechanical and physical features.

scholarly journals ANALISIS PERKERASAN LENTUR DI ATAS TANAH EKSPANSIF

2019 ◽  
Vol 2 (1) ◽  
pp. 48-57
Author(s):  
Mukhlis Mukhlis ◽  
Yuhanis Yunus ◽  
Sofyan M. Saleh
Keyword(s):  
Expansive Soil ◽  
Flexible Pavement ◽  
Allowable Limit ◽  
The Road ◽  
Road Pavement ◽  
Swell Potential ◽  
Pavement Structure ◽  
Pavement Structures ◽  
On The Road ◽  
Base Soil

The segmented road of Bireuen-Takengon has often damaged in apart of its pavement structure due to the area of flexible pavement structure taken place upon an expansive soil that leads to depreciation caused by the influence of changes in the water level. The aim of this research method was to analyze the characteristics of the base soil underlying the pavement and to analyze the flexible pavement structure in the widening of the road. The observed area was Sta.70+175 s/d Sta.74+925 which taken place in Bener Meriah regency, sub-district of Timang Gajah. The results of USCS clarification show that the road of basal soil is included in the MH OH with a PI value of 25.42%, LL 64.25% with a potential level of development and activity belonging to the medium-high category and also having mineral types of Illite. From the analysis of KENPAVE software, the design of flexible pavement structures is based on data planning that has a maximum stress and deflection value, on the base soil, of 0.1814 kg/cm2 and 0.0585 cm respectively. Moreover, based on Job mix data the maximum value of stress and deflection is 0.2444 kg/cm2 and 0.0585 cm respectively in which both of two stress and deflections are within the allowable limit; which both of two stress and deflections are within the allowable limit; 7.8 kg/cm2 and 2.5 cm. The evaluation results of both data are feasible to be used as an improved design on the pavement as the pressure generated by the weight of the road pavement structure is 1.949 kg/cm2, while the swell pressure that occurs on subgrade is 1.805 kg/cm2. Hence, The flexible pavement structure on the road segment is still able to reduce the swell potential on expansive soil.

scholarly journals Alternatif Perencanaan Perkerasan Jalan Ruas Maros – Ujung Lamuru dengan Metode Bina Marga 2013

2021 ◽  
Vol 3 (2) ◽  
pp. 260-266
Author(s):  
Monalisa Bumbungan
Keyword(s):  
Flexible Pavement ◽  
Component Analysis ◽  
Public Works ◽  
Analysis Method ◽  
The Road ◽  
Road Pavement ◽  
Road Section ◽  
Directorate General ◽  
Pavement Thickness

This study aims to obtain the thickness of the flexible pavement (Flexible Pavement) from the Bina Marga 2013 method. The Bina Marga 2013 method is a method designed by the Directorate General of Highways, Ministry of Public Works. The change in the Bina Marga method to the Bina Marga 2013 method is intended to make the road pavement plan last longer. The Maros-Ujung Lamuru road section previously had a pavement layer where the old planning used the Component Analysis method and the author planned using the 2013 Bina Marga method.From the results of calculating the pavement thickness planning for the Maros - Ujung Lamuru section, segment 9 needs an increase in LPB 150 mm or 15 cm thick because the CBR value of the ground is low. Pavement thickness using the Bina Marga 2013 method is more economical and has a longer plan life than the Component Analysis method.

scholarly journals Laboratory Study of the Use of Additional Reacted and Activated Rubber (RAR) Materials on Asphalt Concrete-Wearing Course (AC-WC) Mix

2019 ◽  
Vol 2 (1) ◽  
pp. 10
Author(s):  
Bayu Tirta Leksana Purnomo ◽  
Latif Budi Suparman ◽  
Agus Taufik Mulyono
Keyword(s):  
Structural Damage ◽  
Asphalt Mixture ◽  
Crumb Rubber ◽  
Traffic Load ◽  
Infrastructure Development ◽  
The Road ◽  
Road Pavement ◽  
The Government ◽  
On The Road ◽  
Under Construction

<em>The development of infrastructure in Indonesia was increasing. The government focuses on boosting infrastructure development to create long-term economic growth. Therefore, a qualified infrastructure was a standard of an advanced rapidly economy. One of them is under construction was road and toll road infrastructure. As a result of the development was the occurrence of the increasing volume of vehicles on the road. Due to this resulting in an increased load reposition and also increased vehicle load on the road, it was then combined with a wet tropical climate or humid warm areas in Indonesia that have high rainfall and temperatures that can reach 38<sup>o</sup>C, resulting in structural damage such as cracks, rutting, stripping, and pothole. Performance from pavement also declined faster than the estimated plan. Roads in Indonesia mostly use the type of concrete asphalt mixture. Characteristics for concrete asphalt prioritize stability. In fact, the most important thing was the stability and durability of the road. Various ways can be done to overcome the road damage and acquire the ideal characteristics such as the use of added materials to Hot Mix Asphalt. To improve the performance of pavement characteristics, the use of added materials was expected to overcome problems that are affected by temperature, weather, increased vehicle volume, and increased traffic load. The added materials are to enhance Reacted and Activated Rubber (RAR) which was a developed crumb rubber to increase durability and keep the level of road pavement stability.</em>

scholarly journals Appraisal of Asphalt Concrete with Coal Bottom Ash as Mineral Filler

2021 ◽  
Vol 6 (2) ◽  
Author(s):  
Ashiru Mohammed ◽  
Ibrahim Aliyu ◽  
Tasiu A. Sulaiman ◽  
Hussaini A. Umar ◽  
Yasir Jubril
Keyword(s):  
Asphalt Concrete ◽  
Design Method ◽  
Bottom Ash ◽  
Flexible Pavement ◽  
Partial Replacement ◽  
Mineral Filler ◽  
Coal Bottom Ash ◽  
Bitumen Content ◽  
Marshall Stability ◽  
Strength And Durability

This study was conducted to access the performance of asphalt concrete produced with coal bottom ash as partial replacement of cement in the mineral filler. The Marshal Mix design method of hot mix asphalt (HMA) samples preparation and testing was adopted. Fifteen (15) samples of HMA compacted and used for volumetric and stability testing at a varying percentage of bitumen contents (5.0, 5.5, 6.0, 6.5, and 7.0%,) following the Asphalt Institute and Nigeria General Specification for Road and Bridges (NGSRB) approach for determining optimum bitumen content (OBC). An Optimum bitumen content of 5.5 % was obtained and used throughout the study. Another set of 15 samples of the HMA were prepared and compacted at varying percentage replacement of cement with CBA in the order of 15, 20, 25, 30, and 35% by volume of cement to determine the optimum dosage of the coal bottom ash that will satisfy the requirements for the strength and durability of wearing course of flexible pavement. The Marshall Stability, flow, and the volumetric properties test results obtained indicated that the samples prepared with 25% CBA as filler with OBC of 5.5% satisfied the requirements of the NGSRB for wearing course of flexible pavement. Hence, the addition of up to 25% CBA by volume of cement in asphalt concrete can reduce the consumption of cement and provide a proper means of CBA disposal.Keywords- Coal Bottom Ash (CBA), Marshal Stability, Marshal Flow, Mineral filler, Optimum Bitumen Content (OBC)

scholarly journals Properties of Modified High Permeable Concrete with a Crumb Rubber

2019 ◽  
Vol 13 (1) ◽  
pp. 82-91 ◽  
Author(s):  
Cheng Yee Ng ◽  
Anaqi Ratna Narong ◽  
Aifaa Balqis Kamarul Zaman ◽  
Zahiraniza Mustaffa ◽  
Bashar S. Mohammed ◽  
...  
Keyword(s):  
Compressive Strength ◽  
Cement Paste ◽  
Void Ratio ◽  
Setting Time ◽  
Crumb Rubber ◽  
Mix Design ◽  
Tropical Region ◽  
High Porosity ◽  
The Road ◽  
Road Pavement

Background: High permeable concrete is designed with high porosity, which allows water to pass through it. By considering this ability, it has been widely used for various applications including high permeable road pavement. However, to fully adopt highly permeable road pavement technology is challenging due to high cost and maintenance, besides the present engineers and contractors have insufficient expertise and experience with this technology. Henceforth, the high porosity property is highly favorable for road curb applications especially in the tropical region like Malaysia with high rainfall intensity. Objective: This paper aimed to determine the properties of the concrete experimentally, and propose the optimum mix design of high permeable concrete for road curb. Methods: The flow value and setting time of the cement paste were investigated. Next, the effects of the modified high permeable concrete with varying amount of crumb rubber on compressive strength, permeability and void ratio were also investigated. Results and Conclusion: Results have revealed that the workability of the cement paste increases when the water-binder ratio and the amount of fly ash increase. Meanwhile, an increasing amount of cement ratio and crumb rubber lowers the flow value and consequently leads to lower void ratio and permeability. Besides, it has been found that the higher the compressive strength, the lower the void ratio and permeability of the concrete. The research findings support that using an optimum amount of cement replacement with crumb rubber as an additive may increase the performance a high permeable concrete. Herein, the results indicate that the mix design of the concrete studied has the potential to be applied onto the road curb.

Sign in / Sign up

Export Citation Format

Share Document