hot mix asphalt modified with crumb rubber design...

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International Journal of Civil Engineering and Technology (IJCIET)

Volume 10, Issue 10, October 2019, pp. 289-304, Article ID: IJCIET_10_10_030

Available online at http://www.iaeme.com/ijciet/issues.asp?JType=IJCIET&VType=10&IType=10

ISSN Print: 0976-6308 and ISSN Online: 0976-6316

© IAEME Publication

HOT MIX ASPHALT MODIFIED WITH CRUMB

RUBBER DESIGN AND DEVELOPMENT

PROPERTIES FROM DIFFERENT SOURCES OF

TIRE WASTES

Abdallh. A. A. Lhwaint, Indrasurya B. Mochtar

Post Graduate Civil Engineering Programs Institut Teknologi Sepuluh Nopember

(2019-2020), Campus ITS Sukolilo, Surabaya, 60111, Indonesia

ABSTRACT

This research gives a scientific contribution in order to have high durability of

flexible pavement using different crumb rubber, also contributes to the benefit of

crumb rubber as an additive material to improve the quality of the structure of

pavement layers. Scrap tires are a component of strong waste management issues.

Many tires are removed each year and many nations face the same issue with the

management of scrap tires. Incorporating crumb rubber as part of asphalt concrete

construction will help solve the environmental pollution problem in the world. Crumb

rubber (CR) Components of the pavement was suggested as waste products. Previous

studies have attempted to find alternative materials that act as additives or altered

assets in pavement building. The methods used in this research are Marshall Test,

Permeability, ITS, and UCS. The blended structure will lead in the finest and distinct

asphalt concrete mixture with the mixture of bicycle cycle, motorcycle, motorcycle,

and vehicle and truck waste tire. From the result, it can be seen that the effect of

change in the temperature of the Asphalt Concrete- the mixture is highly influential on

the stability value of asphalt itself. Where if the temperature of the Asphalt Concrete-

Wearing mixture course exceeds or is below the standard temperature, asphalt

stability will be impaired. The mixed design will result in the best and different

combination for asphalt concrete with the combination of the waste tire of a bicycle,

motorcycle, car, and truck.

Keywords: Asphalt Concrete Modifier, Crumb Rubber, Marshall Test, ITS, UCS, and

Permeability Test

Cite this Article: Abdallh. A. A. Lhwaint, Indrasurya B. Mochtar, Hot Mix Asphalt

Modified with Crumb Rubber Design and Development Properties from Different

Sources of Tire Wastes. International Journal of Civil Engineering and Technology

10(10), 2019, pp. 289-304.

http://www.iaeme.com/IJCIET/issues.asp?JType=IJCIET&VType=10&IType=10



1. INTRODUCTION

The roadway is an essential part of the infrastructure of transport. Road construction

engineers must take into account the safety and economic requirements of road users. To

accomplish this objective, developers should consider three basic demands that include

materials from environmental variables, traffic flow, and asphalt mixtures [2]. However,

owing to some distressed such as fatigue failure, the bitumen's quality, and durability are

extremely impacted by modifications in its features with time, which can cause cracking of

the pavement [1]. Road pavement distress is usually correlated with a Combination of asphalt

binder (bitumen) and asphalt. Ruthlessness and tiredness are among the greatest difficulties.

Roads are vital to our daily life. Governments conducted many experiments annually on road

building and maintenance. It would be of great advantage to the Libyan, and Indonesia

economy if scientists and technicians were able to extend the service life of the highways as

the temperature in South Libya is high during part of the year, so the highways are quickly

degrading

The use of crumb rubber could become one of the solutions. The crumb is originally from

tire waste, which is already piling up and becomes environmental pollution in many cities in

Libya and worldwide. In addition to the obvious environmental advantages, adding this waste

to asphalt mixes increases road surface long-term efficiency as it decreases the impact of

traffic loads on the pavement. Depositing various waste produced in different industries is a

big problem nowadays. These materials result in pollution of the environment in the nearby

location as many of them are not biodegradable, such as crumb rubber, plastic, rubbers, fly

ash, bagasse ash, and tire waste. It is vital to know the materials engaged in pavement

building in order to improve pavement efficiency. Crumb rubber could, therefore, be an

alternative material to improve the quality of the asphalt hot mix (HMA).

Figure 1. TG and DTG plots for motorcycle tire wastes

Packing is limited to summer months in many nations because the compact base cools the

asphalt too much in winter before it can be filled to the required density. Hot mix asphalt

(HMA) is the most widely used form of asphalt concrete in high-speed roads, such as those on

main roads, roads, and airports. The composition of the mixture, the calculation method for

layer thickness, and the type of additive materials have been developed and studied very well

[3]. Generally, flexible pavements consist of a composition of coarse aggregates, fine

aggregates, asphalt, and fillers. Sometimes, additives are also added in the mixture to obtain a

good and quality asphalt mixture [4].

Asphalt concrete (asphalt hot-mix) a densely graded constant combination of coarse and

fine aggregates, mineral filler and mineral filler. they are mixed is the plant. It is supplied,

Hot Mix Asphalt Modified with Crumb Rubber Design and Development Properties from

Different Sources of Tire Wastes


distributing and compacting while still hot. It is necessary to pave and compact while the

asphalt is warm enough. In many countries, the pavement is restricted to summer months,

since the compact foundation will warm the asphalt too much in winter before it can be

loaded to the required density.

Based on the research gap above, this research aims to make development hot blend

asphalt design and characteristics modified with crumb rubber from different sources of tire

wastes.

2. LITERATURE REVIEW

2.1. Aggregate Properties

A significant factor that makes this combination resistant to rutting is the aggregate structure

and performance in HMA. The stability of the aggregate structure is therefore essential in

ensuring a combination is properly designed. Different kinds of aggregates were used in

HMA such as sandstone, calcareous, novaculite, blast furnace slag, primarily depending on

the materials ' local accessibility [5].

2.2. Asphalt Binder

Typically, the pavement asphalt binder component is about 5 to 6% of the complete asphalt

mix and the aggregate particles are coated and bonded together. Asphalt cement is used in a

warm mixture of asphalt. Liquid asphalt, asphalt cement dispersed in water with an emulsifier

or solvent, is used as a binder for soil treatment and asphalt mixture for cold pavements. We

must, therefore, use Crumb Rubber (CR) from different types of tire waste to create the best

possible mix Using additives or modifiers to improve adhesion (strength to removal), fluid,

decomposition, and elasticity, or enhance the properties of binders. Changes include oil, filler,

powder, fiber, wax.

2.3. Hot Mix Asphalt

The asphalt mix is a composite material of graded aggregates bound with a mastic mortar [3].

The physical properties and efficiency of the asphalt hot mix (HMA) are controlled by the

overall properties (shape, surface texture, gradation, skeletal structure, modulus, etc.), asphalt

binder properties (grade, complex modulus, relaxation features, cohesion, etc.), and asphalt-

aggregate interactions (~adhesion, absorption, physiochemical interactions, etc.).

2.4. Crumb Rubber

Crumb rubber is the recycled rubber produced in tiny particles by mechanical shaving or

grinding of tires. Crumb rubber is generally produced from scrap tires for vehicles and trucks.

The use of CRM in asphalt solutions was implemented as a way to improve the effectiveness

of asphalt solutions and profit the atmosphere. CRM can react differently with separate

aggregate gradations.

2.5. Disadvantages

A fabric or composite impregnated with asphalt can trap the pavement's water. The

effectiveness of a new overlay moisture barrier can be detrimental, especially If the overlay is

not compacted properly. There have been If early rapid failures are not properly compacted

when a moisture barrier has been placed on an ancient pavement and the overlay is

insufficiently compacted to allow water to be permeated.



In the permeable overlay, surface water is trapped by the impermeable layer. The

subsequent kneading and scouring of traffic in the presence of water results in a fast overlay

failure. [6]

2.6. Waste Tire Rubber

Chemical Properties of Waste Tire Rubber

Rubber granules have been evaluated use X-ray fluorescence to determine a waste rubber tires

chemical composition. Thermogravimetric In order to determine the suitability of the asphalt

concrete blend as an aggregate replacement, to investigate the link between temperatures and

mineralogical mine urological properties of rubber granules, differential thermogravimetric

analysis was conducted

XRF

XRF (X-Ray Fluorescence) is a method to analyze the composition of elements in a sample.

The principle used is the determination of elemental composition based on the interaction of

X-rays with the material [7].

TGA

The TGA (Thermogravimetric Analysis) method is a procedure that is pretty much done in

the characterization of materials. This technique basically measures the decrease of the

material's mass when heated from room temperature to elevated temperatures that are

generally around 900 C [7].

SEM

Scanning Electron Microscope (SEM) is an electron microscope intended to examine a string

object's surface directly [7].

2.7. Unconfined Compressive and Creep test

Extensive studies were performed on the grounds of anticipating permanent deformation in

HMA use an unrestricted creep test (also referred to as a simple creep or uniaxial creep test).

The creep test has been found to be performed at relatively low stress levels (normally can't

over 30 psi (206.9 kPa) and low (normally not exceeding 60 ° C) pressures, otherwise the

sample will fail beforehand.

Hot-mixed asphalt (HMA) is described as moment, heat and pressure based fabric. The

mechanical conduct of HMA has been characterized by a broad spectrum of constitutive

models, Elasticity, viscoelasticity, viscose-elastoplastic, plasticity, and shrinking, for instance.

At small altitudes, HMA is only elastic, however. To assess hot mix asphalt creep strain, A

nonlinear time-hardening creep model consisting of anticipating major damage to HMA and

strain stresses at the underside of the tire imprint as a result of different tire settings. [8]

2.8. Indirect Tensile Test (ITS)

The compaction of asphalt concrete directly affects its strength and service life. Rubberized

concrete pavement "possesses high resistance to shear and rutting [9]. The tensile strength

ratio is the average static indirect tensile strength of the conditioned specimens expressed as a

percentage of the average static indirect tensile strength of unconditioned specimens and it is

affected by moisture susceptibility [4].

For the layout and evaluation of asphalt concrete pavements, the prediction of asphalt

concrete conduct under genuine continuous charging is crucial. To model asphalt concrete

fatigue behavior under frequent charging with stillness phases, it is necessary to consider both

the advancement of harm and the restoration of strength owing to crack development,




relaxation and healing. The problem in assessing these processes stems from their

simultaneous occurrence.The tensile strength of the compacted bituminous mixture is:

Where:

ITS: Indirect tensile strength, (psi)

F: Total applied vertical load at failure, (lb.).

h: Height of specimen, (in).

d: Diameter of specimen (in)

3. RESEARCH METHOD

This study uses Marshall Test, ITS, UCS, and Permeability test. The Marshall Test method is

used to determine the optimum bitumen and optimum waste crumb rubber content of asphalt

concrete. Marshall testing is carried out to determine the stability, flow, VIM, percent VFB,

percent VMA, and MQ that will be used to determine the OBC.

To assess the rutting potential of HMA mixtures, the creep test (unconfined or limited)

was used. This experiment is performed by adding a static charge to an HMA sample and

assessing the subsequent permanent deformation. During the test, the temperature for UCS

used was more than 30°C, and 40°C and 60°C for ITS. At those temperatures, the results

obtained were good.

For the design and evaluation of asphalt concrete pavements, the prediction of asphalt

concrete conduct under realistic repeated loading is crucial. To model the tired conduct of

asphalt concrete under repeated loading with rest periods, it is necessary to consider both the

advancement of harm and the restoration of strength owing to crack development, relaxation

and healing. The permeability of asphalt concrete mix can be measured by values, which is k

value (cm) which indicates its permeability value or as permeability coefficient of k

(cm/second). The value of permeability can be approached by using the empirical hydraulic

analysis, which has been widely used.

3.1. Preparing the Aggregate Samples

Aggregates are inert granular materials such as sand, gravel, or crushed stone that, along with

water and Portland cement, are an essential ingredient in concrete. Aggregates used in this

study consist of coarse and fine aggregates. Coarse aggregate is defined as the aggregate

passing the sieve size greater than 4.75 mm. It generally occupies 60% to 75% of the concrete

volume. Meanwhile, fine aggregate is the aggregate which size is less than 4.75 mm—for

example, sand is used as fine aggregate in the preparation of concrete and cement mortar. Fine

aggregates generally consist of natural sand or crushed stone with most particles passing

through a 3/8-inch sieve.

Studies on the effectiveness of local construction equipment components were performed.

This study assessed the importance of local products on the basis of Marshall's parameters and

included some material in Yogyakarta Indonesia is nice enough for road pavement materials,

particularly base parts. [10].

3.2. Aggregate

The aggregate is used in the divided hot mix asphalt blend as the components. As can be seen

from the table, the result of characteristics testing of coarse aggregate and fine aggregate. The

aggregates were sieved according to the preliminary phase Indonesian standards and

Separated on the chosen aggregate gradation by sieve size. The complete weight required for



aggregates was 1200 grams. Table 1 shows the aggregate gradation specification for AC and

the gradation chosen used in this research. Marshall Test is used in the design of the asphalt

blend. Two items in an asphalt blend are of main concern. They are the aggregate gradation

and mix design requirements. For different mixtures, a separate Marshall Mix layout is

necessary to determine the optimum bitumen content value. The Marshall Stability and Flow

Test for the design method Marshall Mix provides the performance prediction metric [11]

3.3. Mix Specification

The bituminous mix in this research is the hot mix asphalt (Laston) The mix specification

refers to that of the Ministry of Public Works in Indonesia 2014 as follows: [12]

Table 1 Asphalt Concrete Specification Requisites

NO Properties Specification

1 Asphalt absorption (%) 1.5

2 Void in the mix (%) 3.5-5

3 Void in the aggregate (VMA) (%) 15

4 Void filled with asphalt (%) 65

5 Stability (kg) 800

6 Flow (mm) 2-4

7 Melting (mm) 3

8 Marshall quotient 250-350

Source: Public Works Ministry in Indonesia (2014)

3.4. Asphalt

In this research, the asphalt used is the asphalt hot mix (HMA) with 60/70 penetration. The

requirements of HMA with penetration of 60/70 displayed in Table 2.

Table 2. Specification Asphalt testing requirements

No Aspects Examined Ways of Examination Requisites Unit

Min. Max.

1. Penetration (25oC, 5 seconds PA.0301 – 76 60 79 0.1

mm

2. Softening point PA.0302 - 76 48 58 oC

3. Flash point PA.0303 - 76 200 - oC

4. Solubility of CCL4 PA.0305 - 76 99 - % of

Weight

5. Ductility (25oC, 5 cm/minute) PA.0306 - 76 100 - cm

6. Specific gravity PA.0307 - 76 1 - -

Source: Public Works Ministry in Indonesia [13]

3.5. Aggregate

The properties of aggregate must be recognized prior to their application as the basic material

of construction, because they will influence the strength of construction. The properties of

aggregate [5] are generally viewed from granular size and gradation, cleanliness, density,

granular form, granular surface, chemical characteristic, and viscosity to asphalt.




Table 3. Requisites for Examination of Coarse Aggregate

No. Aspects Examined Requisites

1. Weariness of aggregate with Los Angeles

machine

< 40%

2. Viscosity to asphalt > 95%

3. Water absorption < 3%

4. Specific coarse aggregate gravity > 2.5

5. Specific dry surface gravity >2.5

6. Durability < 12%

Source: Public Works Ministry in Indonesia [13]

Table 4. Requisites for Examination of Fine Aggregate

No. Aspects Examined Requisites

1. Value of sand equivalent > 50%

2. Water absorption < 3%

3. Specific gravity of fine aggregate > 2.5%

Source: Ministry of Public Works in Indonesia [13]

3.6. Additive Material

The additive material used in the pavement mix of this research is crumb rubber with the

content variations of (o%, 2.5%, 4.5%, 6.5%, 8.5%, 12.5%, 15%, 17.5%, and 20%) against

the total mix (weigh of asphalt content). This additive material functions to stabilize and

retain the asphaltic properties, which may change due to the climate and traffic load during

the road service period. The standard indirect tensile test is used to test the crumbs under wet

conditions for this research purpose.

.

Figure 2. Electron micrograph scanning of the tire rubber tiny particles

Crumb rubber is produced by buffing tires or peeling tires. Tire buffers and pneumatic

peelings are waste products of the scrapping sector. A used tire is buffed with residual dust or

the material is removed from the tire to create a soft, standardized texture for assembly of the

fresh tread. After disposal of the product from the old tire with other solid waste.



Figure 3. Percent increase in weight after tap water sorption

Recycling crumb rubber into asphalt paving mixtures, especially asphalt rubber

technologies, has been effective for decades. Adding crumb rubber to asphalt binder may

result in enhanced resistance to the three main types of pain, rutting, fatigue cracking, and

cracking at low temperatures. Once correctly built, rubberized asphalt floors can be perfect.

Based on the results of this research, the lowest permeability is the lowest crumb rubber

mixture and the finest crumb rubber mixture with CR 4.5%.

Using waste tire into asphalt pavement is very common in the latest years. Modified

crumb rubber(CRM) pavement can eat a significant amount of waste tires, The addition of

crumb rubber to asphalt can also enhance its efficiency [14]. Many surveys have shown that

CRM asphalt pavement improves paving lives by enhancing cracking and routing strength,

reducing traffic noise and reducing overall maintenance costs. Indeed, several researchers

found that the use of crumb rubber in asphalt binders can improve the resistance to fatigue.

From here, it is possible to complete previous studies to discover the new percentage of

crumb rubber also to conduct experiments on temperature variations.

Crumb Rubber Modified pavement mixtures ' decay and regeneration activities have been

researched on the basis of a suggested stochastic viscoelastic-viscoelastic constitutive model.

It has been discovered that the coarse asphalt blend Crumb Rubber Modified has the greatest

elasticity among the three asphalt mixtures regarded. Over four centuries of Caltrans

expertise, asphalt rubber goods can be lasting and stretch the service life of the pavement if

correctly intended, produced and built [15].

3.7. Coarse Aggregate and Fine aggregate

Table 5. Test Water Absorption For Courses Aggregates

Based on the above chart, it is understood that weight form (All) is the largest amount in

samples 1 and 2 and water absorption is the smallest. For both samples, the median weight




form crumb fabric (Bulk) is 2.60, the weight form (SSD) is 2.65, the weight form (All) is 2.73

and the water absorption is 1.91. Aggregate is a sand, gravel, and crushed stone material.

Table 6. Test Water Absorption For Fine Aggregates

Based on the above chart, it is understood that weight form (All) is the largest amount in

samples 1 and 2 and the weight oven wet exam is the smallest. For both samples, the median

crumb rubber for the cold oven transfer experiment is 2,60, the weight form (SSD) is 2,274,

he weight form (All) is 2,82, and the water absorption is 1,67.

Table 7. Crumb Rubber Specific Gravity

Based on the above chart, the largest score in sample 1 is the viscometer weight + crumb

rubber + aqua dest (gr) and the smallest range is crumb rubber amount (3-7) (gr). The largest

score in sample 2 is the viscometer weight + crumb rubber + aqua dest (gr) and the smallest

array is the crumb rubber amount (3-7) (gr). For both samples, the average Specific Gravity

crumb rubber was 1,13

3.8. Marshall Test

Figure 4. Marshall test without crumb rubber



Figure 4. showed the result of the Marshal test without CR and the result showed that the

OBC was 6.10%. this result also more stable.

Figure 5. Marshall test with 2.5% Crumb Rubber

Figure 5. showed the result of the Marshal test with 2.5% CR and the result showed that

the OBCwas 6.20%. this result also more unstable rather than without CR (Crumb Rubber).

Figure 6. Marshall test with 4.5% CR

Figure 6. showed the result of the Marshal test with 4.5% CR and the result showed that

the OBC was 6.33%. this result also more stable rather than without CR (Crumb Rubber).

Figure 7. Marshall test with 6.5% CR

Figure 7 showed the result of the Marshal test with 6.5% CR and the result showed that

the OBC was 6.35%. this result also more unstable rather than without CR (Crumb Rubber).




4. DISCUSSION

4.1. Unconfined Compressive (UCS)

Figure 9. Temperature 24OC

The pressure at 24°C with AC type without CR with OBC was 6.1, weighs 1148.27, and

kg load of 5060. The pressure at 24°C with type 2.5% AC CR with OBC was 6.2, weighs

1149.79, and kg load of 3030. The pressure at 24°C with a type of AC CR 4.5% with OBC

was 6.33, weighs 1198.27, and a kg load of 2,010. The pressure at 24°C with a type of AC CR

6.5% with OBC was 6.35, weighs 1096.83, and kg load of 2,465.

Plastic Rubber Asphalt (PRA) mixture and styrene butadiene styrene (SBS) combination

of asphalt has comparably elevated and poor humidity and performance of water durability.

Plastic Rubber Asphalt (PRA) the mixture is environmentally friendlier (Bin Yu, 2014).

Mixtures containing these binders are more prone to cracking at low temperatures. Comparing

the systems outlined and offering justifications and recommendations for the extensive use of

RTR-MBs (Presti, 2013). The features of crumb rubber altered binders should be deeper

known so that the surface efficiency of crumb rubber modifier pavements can be more

correctly forecast. [4].

This study presents the incorporation of crumb rubber hot mix asphalt (the dry process)

and its impact on the cohesion and ability of bituminous mixtures. Crumb rubber, also called

ground rubber, is produced by shredding and grinding scrap tires into very small particles

Utilization of used vehicle tires on road pavement construction is one solution that can

improve Hot Mix Asphalt (HMA) performance and solve garbage problem to achieve

sustainable development. The purpose of this study is to determine the effect of crumb rubber

used on the flexible pavement of Asphalt Concert (AC) by using the dry method. Crumb

Rubber is a rubber cycle recovered by mechanical grinding or tire milling into small crude

rubber crumb to have high durability in Hot Mix Asphalt (HMA). [21] Asphalt pavement also

faces multiple types of stress. Mechanical or chemical stress (such as traffic loading, moisture

damage, and oxidative aging) can eventually lead to pavement cracking. Asphalt absorption

will reduce the effective binder content in the pavement, while oxidative hardening of asphalt

will eventually lead to pavement fatigue cracking. A better understanding of these two

properties in asphalt pavements can help minimize the maintenance of pavement and improve

its performance to reach a successful HMA pavement design [15]

Due to the rise in the number of cars globally, disposal tire disposal has posed severe

issues about pollution. The big quantity of manufacturing and the durability of the material

are two main factors contributing to this problem. A tire does not break down and can stay 80

to 100 years in a landfill. [17] In China, and Indonesia waste rubber and plastic accumulate

strongly and cause major economic problems globally.

0

2000

4000

6000

without CR with CR 2.5% with CR 4.5% with CR 6.5%

Temperature 24OC

Weight Load kg)



The advantage in bonding properties leads to an advantage in mixed field performance

where asphalt rubber is used [16]. These benefits include enhanced abrasion resistance,

enhanced durability, enhanced fatigue life, enhanced constructive cracking strength, enhanced

rutting strength, reduced noise, reduced construction time reduction, and energy and resource-

saving [18]. However, standard asphalt's vibrant characteristics and durability are deficient in

preventing pavement distress. The job of present scientists and technicians in asphalt is,

therefore, to search for various types of polymer-modified asphalt such as crumb rubber [1].


With OBC 6.1, weighing at 30C with AC form without CR, weighing 1103.57, and

loading kg 3,990. The pressure with AC type 2.5 percent at a temperature of 30C with OBC

6.2, weighing 1144.97 and loading 2,770 kg. The stress with AC type 4.5 percent at a

temperature of 30C with OBC 6.33, weighs at a weight of 1119.8 and 3170 kg load. The

pressure at 30C temperature with 6.5 percent AC CR form. The best result at 30°C is with CR

4.5%.

Therefore, that is why we need to develop a design use crumb rubber in hot mix asphalt.

This is due to in Indonesia, with its tropical climate and Libya with its hot climate, road

construction and repair require a lot of petroleum asphalt as a binder. The damage is caused

by air temperature and high rainfall.


The pressure at 400C with non-CR AC type with OBC 6.1, weighing 1136.49 and 2.280

kg load. Pressure on AC type 2.5 percent at 400C with weights of OBC 6.2, weighing

1076.59, and loading kg 2,470. Weighs 400C pressure with AC type 4.5 percent with OBC

6.33, weighing 1088.69 and 1,900 kg load. The pressure at a temperature of 400C with an AC

0

1000

2000

3000

4000

5000


Temperature 30OC

Weight Load kg)

0

1000

2000

3000


Temperature 40OC

Weight Load kg)




CR form of 6.5 percent with a weight of OBC 6.35, a weight of 1047.7, The use of petroleum

asphalt as a pavement mixer, although it meets the requirements of the specification, often

shows a decrease in service behavior due to rutting, fracture, and other forms of damage.

Fractures from or on the sidewalk allow water to enter easily and it can damage the paving

structure due to the movement of air and water on the sidewalk causing oxidation and

evaporation to occur in the binder. As a result, sidewalks have relatively low durability.

In pavement, asphalt is absorbed by the porous aggregates, illustrating a typical asphalt

absorption status. Asphalt absorption needs to be correctly estimated for a successful

pavement mixture design because it affects the effective binder content. Asphalt oxidation can

significantly increase pavement stiffness.

There is strong evidence that asphalt oxidation happens in the whole depth of pavement,

dramatically affecting pavement durability [19]. The purpose of this research the effect of

adding Crumb Rubber to asphalt mixes should be evaluated. Performance-related to rutting

and fatigue resistance is a major consideration for this evaluation. The main reason for using

rubber modifiers in hot mix asphalt is to obtain a more robust HMA at high business speeds, a

more elastic HMA to withstand fatigue cracking at medium business speeds and a reduced or

untouched stiffness at low business speeds to withstand heat testing [20].

Unless properly recycled and/or discarded, waste tires pose significant health and

environmental concerns. Over the years, waste tires have been recycled in civil engineering

applications, particularly asphalt paving mixtures. [10] Crumb rubber or waste tire rubber is a

blend of natural rubber synthetic rubber, black carbon, antioxidants, fillers, and extender type

of oils that are soluble in hot paving grade Waste tire has been one of the country's major

problems, but there are no major environmental problems with properly handled scrap tires or

waste tires. However, scrap tires can be a threat to the environment if handled incorrectly.

Tires exposed to the elements can hold water and be a breeding ground for disease-carrying

mosquitoes. It is also possible to set tire piles on fire through incendiary or accident.

Figure 12. UNS Result

From the result of UNS, without Crumb Rubber, with CR 2.5%, 4.5%, 6.5% with

different temperature 10°C,20°C, 40°C, 60°C, 80°C showed the higher temperature will result

on the lower UCS. In addition, the UNS test showed that the higher temperature will make the

lower load.

-

1,000

2,000

3,000

4,000

5,000

6,000

24 30 40 60

UNS

Without CR With CR2,5% With CR4,5% With CR6,5%



Figure 13. ITS Result

From the outcome of ITS, without Crumb Rubber, with CR 2.5 %, 4.5 %, 6.5 % with

different temperatures 10 ° C, 20 ° C, 40 ° C, 60 ° C, 80 ° C indicates the greater temperature

will work on the lower ITS. Moreover, the ITS (Indirect Tensile Strength) experiment

indicates that the greater temperature will lead to reduced strain

4.2. Permeability Test

Figure 14. Permeability Test

The Crumb Rubber type 0% on asphalt content 6.1, the first permeability is 0.011 lt/sec

and the second permeability is 0.026 lt/sec. Crumb Rubber type 2.5% on asphalt content 6.2,

the first permeability is 0.019 lt/sec and the second permeability is 0.043 lt/sec. Crumb

Rubber type 4.5% at 6.33 lt/sec asphalt content, the first permeability is 0.023 lt/sec and the

second permeability is 0.047 lt/sec. Crum Rubber type 6.5% on asphalt content 6.35, the first

permeability is 0.034 lt/sec and the second permeability is 0.055 lt/sec. The effect uses a

different type of crumb rubber the lowest when the Optimum Bitumen Content is 6.1 and the

highest when the Optimum Bitumen Content is 6.35 inter water fast inside samples.

5. CONCLUSION

It can be seen in the outcomes of the information assessment that the impact of changing the

temperature of the Asphalt Concrete-Wearing Course combination is very influential on the

asphalt stability value itself. Where the temperature of the Asphalt Concrete-Wearing blend

0

100

200

300

400

10 20 40 60 80

ITS

Without CR With CR2,5% With CR4,5% With CR6,5%

0

0.02

0.04

0.06

6.1 6.2 6.33 6.35

PERMEABILITY TEST

Permeability lt/sec 1 Permeability lt/sec 2




Course exceeds or is below the standard temperature, the stability of the asphalt will be

impaired. The conclusion is:

1. The mixed design will result in the best and different combination of bicycle, motorcycle,

car, and truck waste tire for asphalt concrete.

2. It can be said that the greater proportion of CR (Crumb Rubber) makes produces a reduced

asphalt combination from the consequence of the Marshall Test.

3. In addition, the ITS test shows that a greater load will result from a higher temperature.

4. This study makes a major scientific contribution when using separate types of Crumb

rubber of tires waste.

5. The best result was 2.5CR then 4.5 CR and 6.5 CR in the permeability test. The higher

permeability affects higher water absorption.

ACKNOWLEDGEMENTS

On this happy occasion, I would like to express my deepest gratitude to various parties who

have helped me in completing this research and journal, including to:

1- The technical staff of Highway Laboratory, Department Civil Engineering in ITS (Institut

Teknologi Sepuluh Nopember).

2.Ir. Subarkah, M.T., as the Head of Highway Laboratory, Department Civil EngineeringUII

(Universitas Islam Indonesia).

3-Mr.Sukamoto, and Mr. Pranoto as the technical staff of Highway Laboratory, Department

Civil EngineeringUII (Universitas Islam Indonesia).9

4- The technical staff of Highway Laboratory, Department Civil Engineering in UGM

(Universitas Gadjah Mada

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hot mix asphalt modified with crumb rubber design...

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