THE INVESTIGATION OF RUTTING RESISTANCE OF ASPHALT

MIXTURE CONTAINING CRUMB RUBBER

T
PTA PUSTAK
NUR NAJWA BINTI RASIDIN

AAN TUNKU TUN A

MINAH

PER

UNIVERSITI TUN HUSSEIN ONN MALAYSIA

 LAMPIRAN A1-2

UNIVERSITI TUN HUSSEIN ONN MALAYSIA

STATUS CONFIRMATION FOR UNDERGRADUATE PROJECT REPORT

THE INVESTIGATION OF RUTTING RESISTANCE OF ASPHALT MIXTURE

CONTAINING CRUMB RUBBER

ACADEMIC SESSION: 2020/2021

I, NUR NAJWA BINTI RASIDIN, agree to allow Undergraduate Project Report to be kept at the
Library under the following terms:

1. This Undergraduate Project Report is the property of the Universiti Tun Hussein Onn
Malaysia.
2. The library has the right to make copies for educational purposes only.
3. The library is allowed to make copies of this Undergraduate Project Report for educational
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4. The library is allowed to make available full text access of the digital copy via the internet by
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the digital copy will only be made available as set out above once the embargo has expired.
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CONFIDENTIAL (Contains information of high security or of great

TT
importance to Malaysia as STIPULATED under the

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OFFICIAL SECRET ACT 1972) Title and Abstract
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MINAH
TUN A
RESTRICTED (Contains restricted information as determined by the
organization/institution where research was conducted)-

TUNKU Title, Abstract and Introduction only

AKAAN
ST
EMBARGO ______ until _______

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 i

THE INVESTIGATION OF RUTTING RESISTANCE OF ASPHALT MIXTURE

CONTAINING CRUMB RUBBER

NUR NAJWA BINTI RASIDIN

A project report submitted in partial fulfillment of the requirement for the award of
the Bachelor’s Degree of Civil Engineering

T
PTAPU ST A K A
Faculty of Civil A T
Engineering
U N KU
N and Built Environment
TUN A
MINAH

PER Universiti Tun Hussein Onn Malaysia

JULY 2021
 ii

I hereby declare that the work in this project report is my own except for quotations

and summaries which I have duly acknowledged.

Student : ……………………………………………….

NUR NAJWA BINTI RASIDIN

Date : 16 JULY 2021

T
PTAPU A KAAN TUNKU
ST : ………………………………………………….
TUN A
MINAH

PER Supervisor

Ts. ROSNAWATI BINTI BUHARI

Date : 16 JULY 2021

 iii

DEDICATIONS

THIS FINAL YEAR PROJECT IS DEDICATED TO:

Supervisor

Ts Rosnawati binti Buhari

Beloved Parents

(Rasidin bin Kasnon and Masleha binti Darmin)

T
PTA
Lovely siblings

(Farihah and Syarfa)

MINAH
N KU TUN A
A N T U
Friends

ST A K A
PERPU (Izian,Shahriz,Aqilah,Hafizah and Masidayu)

Thanks for everything

Thank you for sincerity and guidance

Which has granted

 iv

ACKNOWLEDGEMENT

In the name of Allah, the Most Gracious and the Most Merciful.

Alhamdulilah, a great effort and hard work has been taken for the completion of this thesis.
However, it will never be possible without the support and help from many individual
organizations. I would like to extend my sincere to all of them.

First of all, I would like to thank God for His blessing. The strength and courage that
came from him and I am grateful to part of this breath-taking journey as a UTHM student. To
my supervisor Ts. Rosnawati binti Buhari, that’s for her guidance, constant supervision and

A
fully supports for providing necessary information regarding to my thesis from starting till the

T
PT
end of my thesis.

MINAH
To my beloved parents Rasidin bin Kasnon and Masleha binti Darmin, who endless

TUN A
give me a platform to learn until now and able to finish my thesis. Their presence became a

T U N KU
source of encouragement and inspiration to me, who never forgets to pray to almighty Allah
A AN
A K A
for every second and minute in their life.
T of my thesis
very grateful given to all my friends and the people

P inUtheS
P E R
who involved making
 v

ABSTRACT

There are two techniques have been used to add crumb rubber to bituminous mixes.
That are wet process and dry process. Dry process was conducted by adding the crumb
rubber directly to the aggregate as another ingredient in the mix. Dry process is
conducted by Superpave mix design. It has potential to consume larger quantities of
recycled crumb rubber compared to the wet process resulting in greater environmental
benefits. Although, rutting was frequently reported while applying rubberised mixture

TTA
for pavement and has become one of the major distress forms with the increase in

P
traffic volume, tire pressure and axial load. Therefore, the objective of this study is to

I
investigate the performance of tyre rubber in asphalt mixture for rutting resistance
M NAH
T U N Ashow
KU
based on laboratory test results from previous study. In accordance, the result
that the mixes with the highest percentages ofT
N U N
A K A A crumb rubber had the lowest mean final

P U ST
deformation values,
E R
proving that crumb rubber in bituminous mixes is effective and
P mix response to plastic deformation significantly. The addition of crumb
enhances
rubber to the aggregate asphalt mixture improved the performance of the modified
asphalt mixture and increased rutting resistance compared to the asphalt mixture
without crumb rubber.
 vi

ABSTRAK

Terdapat dua teknik yang telah digunakan untuk menambahkan getah remah ke
campuran bitumen. Itu adalah proses basah dan proses kering. Proses pengeringan
dilakukan dengan menambahkan getah serpihan terus ke agregat sebagai bahan lain
dalam campuran. Proses kering dilakukan dengan reka bentuk campuran Superpave.
Ini berpotensi untuk mengonsumsi sejumlah besar getah serpihan kitar semula

TTA
dibandingkan dengan proses basah yang menghasilkan manfaat persekitaran yang

P
lebih besar. Walaupun, pemotongan sering dilaporkan ketika menggunakan campuran

M INAH
karet untuk trotoar dan telah menjadi salah satu bentuk tekanan utama dengan
T itu, N
U A
T U N K U
peningkatan jumlah lalu lintas, tekanan tayar dan beban paksi. Oleh objektif kajian

AK A A N
ini adalah untuk mengkaji prestasi getah tayar dalam campuran asfalt untuk rutting

R P U S T
P E
rintangan berdasarkan hasil ujian makmal dari kajian sebelumnya. Selaras dengan itu,
hasilnya menunjukkan bahawa campuran dengan nilai ubah bentuk akhir min terendah
adalah yang mempunyai peratusan getah serat terbesar dan penggunaan getah serpihan
dalam campuran bitumen adalah berkesan dan secara signifikan meningkatkan tindak
balas campuran terhadap ubah bentuk plastik. Penambahan getah remah dalam
campuran asfalt agregat dan telah mencapai prestasi campuran asfalt yang lebih baik
dan ketahanan rutting yang lebih tinggi daripada campuran asfalt tanpa getah remah.
 vii

TABLE OF CONTENT

TITLE i

DECLARATION ii
DEDICATIONS iii
ACKNOWLEDGEMENT iv
ABSTRACT v
ABSTRAK vi
CHAPTER 1 INTRODUCTION 1
1.0 Background of study 1
1.2 Problem Statement 3
1.3 Objective 4
1.4 Scope Of Study 4

TA
CHAPTER 2 LITERATURE REVIEW 5

T
P
2.0 Introduction 5
2.2 Flexible Pavement

M8INAH 7

TUN A 8
2.3 Failure of Flexible Pavement
2.3.1 Rutting
T UNKU
A K A A
2.3.2 Fatigue N 10

RP2.4S
U T
PE 2.5
Rubberised asphalt mixture
Summary
11
12
CHAPTER 3 METHODOLOGY 13
3.1 Introduction 13
3.2 Material selection 15
3.2.1 Material for asphalt mixture 15
3.2.2 Bitumen 15
3.3 Superpave Mix Design 16
3.3.1 Percent of air void in compacted mixtures, va 16
3.3.2 Voids in Mineral Aggregate 16
3.3.3 Voids Filled With Bitumen 17
3.4 Aggregate analysis 17
3.4.1 Sieve analysis 17
3.5 Binder testing 19
3.5.1 Penetration test 19
 viii

3.5.2 Softening point test 21

3.6 Mixture preparation 22
3.7 Compaction of mixture 23
3.8 Determination of optimum bitumen content 25
3.9 Wheel Tracking Test 27
CHAPTER 4 DATA AND ANALYSIS 28
4.1 Introduction 28
4.2 Sieve analysis 28
4.3 Penetration test 30
4.4 Softening point test 31
4.5 Optimum bitumen content (OBC) 32
4.6 Rutting analysis 34
4.6.1 Rut depth 34
4.6.2 Wheel Tracking Slope 36
CHAPTER 5 CONCLUSION 38

A
5.1 Introduction 38

T
PT
5.2 Conclusion 39
5.3 Recommendation 40

M N
41I AH
TUN A
REFERENCE

TUNKU
AKAAN
ERPUST
P
 ix

LIST OF FIGURES
3.1 Work study methodology 14
3.2 Sieve shaker with sieve pans 18
3.3 Sample submerged in water bath(25℃) 19
3.4 Automatic penetration used to obtain penetration value of bitumen 20
3.5 Ring and ball apparatus for softening point test 21
3.6 Mixer machine set at 165 ± 5 ℃ 22
3.7 Put the aggregates with bitumen in mechanical mixing bowl 23
3.8 Mould used in gyratory compactor 24
3.9 Superpave gyratory compactor 24
3.10 Corelok machine 25
3.11 Sealed compacted sample 26
3.12 Sealed loose sample 26
3.13 Sample submerged in water bath 27

TA
4.1 Graph of percentage passing versus sieve size 29

T
P
4.2 A graph of Air void versus Trial asphalt content 32
4.3 A graph of VMA % versus Trial asphalt content
M33
INAH
4.4
KU
A graph of VFA % versus Trial asphalt content
N TUN A 33
4.5
A N T U
Rut depth against cycle (Hadiwardoyo et al., 2020) 34
AK A
STSlope (Moreno et al., 2011)
4.6
P ER P U
Wheel Tracking 36
 x

LIST OF TABLE

3.1 Sieve size for superpave standard 9.5 mm nominal aggregates used 18
3.2 Percentage of asphalt content and the number of samples 25
4.1 Sieve size and percentage of aggregate passing 29

4.2 Penetration test result 30

4.3 Softening point test result 31
4.4 Result obtained from Superpave mix design 32
4.5 Design Mixture Properties at 5.9% Bitumen Content 33
4.6 Rut depth for different percentage of crumb rubber 35
4.7 Wheel Tracking Slope (Moreno et al., 2011) 37
4.8 Wheel Tracking Slope (Moreno et al., 2013) 37
4.9 Wheel Tracking Slope (Moreno et al., 2013) 37

T
PTA PUSTAKAAN TUNKU TUN A
MINAH

PER
 1

CHAPTER 1

INTRODUCTION

1.0 Background of study

Pavement is a durable surface material that is laid down on an area, such as a road or

TTA
walkway, intended to support vehicular or foot traffic. Rigid pavement and flexible

P
pavement are the two type of road pavement design method. The pavement surface

M I
should be durable and it can withstand the load acting from the wheel tyres. NumerousNAH
roads are being constructed worldwide. The significant portionT ofU N A
T U N KU Major investments
road expenditure

A K A A N
was assessed to be connected to materials and their transportation.
are made notU
E R P SinTconstructing these highways, but also in maintaining them
only
P their life span.
throughout

Meanwhile, throughout its life, pavement is risking to distresses such as rutting

fatigue and moisture damage. So, a method that allows to minimize these failures is
essential. In accordance, several methods and materials were initiated as an alternative
for conventional method has been used. For instance, the use of rubber in asphalt
pavements began 170 years ago, with an experiment in the 1840s involving natural
rubber (NR) with asphalt, seeking to provide a longer lasting paving surface with the
flexible nature of rubber. Other type of rubber is a scrap tire rubber that have risen
significantly due to the growing number of vehicles in certain region such as the US,
Europe, China and Japan since many decades ago. Besides, crumb rubber modifiers
have been used in hot mix asphalt (HMA).
 2

Crumb rubber is a recycling of wasted or discarded car tires and has been widely
used in the construction of paving. It gives improved mechanical properties and
strength to asphalt pavement, and reduced construction costs. The use of crumb rubber
is an environmentally friendly and economical solution in the asphalt pavement
project. Recycled tyre rubber has been thoroughly studied and used in the pavements
industry to adjust the properties of asphalt mixtures as an environmentally beneficial
approach. Previous practical field experiences and long-term case studies gave
evidence of the crumb rubber's potency in increasing the performance qualities (fatigue
resistance and rutting resistance) of its mixtures. Two approaches to preparing asphalt
mixtures containing crumb rubber have generally been developed: dry and wet.

Mainly, wet process is that the crumb rubber is added to hot asphalt. While, dry
process is that the crumb rubber is simply utilized as asphalt mixture filler in dry
method to substitute a portion of fine aggregates. Comparing both methods, dry
process has potential to consume larger quantities of recycled crumb rubber, which

TA
results in greater environmental benefits. In addition, the manufacture of Crumb

T
P
Rubber Modifier (CRM) asphalt mixtures in the dry process is logistically simpler than

I
the wet process and therefore a larger market would potentially have access to the dry
M NAH
U N thanA
theK
andN
U T
process. The dry process of adding CRM was shown to be more effective the wet

A N T U
process, as evidenced by the wheel-tracking test cyclic triaxial test (Moreno et

S T A K A
PERPU
al., 2013).
 3

1.2 Problem Statement

During their service life, asphalt pavement is exposed to a variety of stresses. Rutting
is one of the most common problems. Rutting on asphalt pavements has recently
become one of the primary distress forms as traffic volume, tyre pressure, and axial
load have all increased. It frequently occurs in the first few years after the road is
opened to traffic. Rutting occurs when the pavement layers accumulate permanent
deformation. It appears as longitudinal depressions in the wheel tracks and tiny
upheavals to the sides due to a combination of densification and shear deformation.

In addition, asphalt that aging is due to changes in chemical composition is

commonly characterized as a change in the rheological properties of asphalt binders.
Meanwhile, during manufacturing of asphalt mixtures and in operation that exposed
to the surrounding environment. When asphalt mixtures are manufactured at a very

TA
high temperature, the first stage of aging occurs at a very rapid rate. This stage is often

T
P
referred to as short-term aging. A very thin film of asphalt is exposed to air at high

INAH
temperatures at this point, causing a significant change in the rheological properties of
M
the asphalt binders.
N K U TUN A
A T U
N rubber particle sizes shows greater
ST A K A
The modified asphalt with smaller

E R P
resistance to
P U
cracking at low temperatures. This is because there is a greater specific
surface area of smaller rubber particles and they are more likely to swell or degrade in
the binder, thereby releasing rubber and altering the asphalt composition. Besides,
increases in the size of rubber particles increase anti-rutting performance, but decrease
the resistance to cracking at low temperatures and storage stability.

In terms of permanent deformation and fatigue cracking, rubber asphalt

mixtures prepared by the dry process perform well. Crumb rubber particle size
increases improve anti-rutting and fatigue resistance while lowering low-temperature
cracking resistance and storage stability (Qian et al., 2020).Therefore, as dry process
was found to be more effective than by the wet process and has potential to consume
larger quantities of recycled rubber this study focused on using dry process to
investigate the performance of crumb rubber in asphalt mixture for rutting resistance.
 4

1.3 Objective

 To determine optimum bitumen content of asphalt mixture.

 To investigate the performance of crumb rubber in asphalt mixture for rutting
resistance.

1.4 Scope Of Study

The sample preparation was following the Superpave mix design method and testing
procedure for asphalt binder and mixture is based on the JKR specification, AASHTO
and ASTM. The analysis on rutting performance of crumb rubber in asphalt mixture

TTA
was done by using data from the previous research that taken from literature review.

PPERPUSTAKAAN TUNKU TUN A

MINAH
 5

CHAPTER 2

LITERATURE REVIEW

2.0 Introduction

A
Although rutting is one of the pavement failures that are frequently occurred. It

T
PT
characterized by longitudinal depression of the surface within the wheel path and
transverse displacement that reducing compact pavement's serviceability and safety.

M INAH
NA
Rutting can be the result of permanent volume reduction (consolidation or
densification of traffic), permanent volume movementU T U
N T U NK of the material (plastic

T A K A A
deformation or shear), or a combination of the two. Other than rutting, fatigue is
anotherR P U thatS
P E failure occurs due to the application of cyclic stresses that are smaller than
the material strength, gradual deterioration of the material properties and consists of
longitudinal cracks that initiate and spread downwards on the pavement surface.

The quantity of rubber products used worldwide is rising year by year with the
most provided by car tires. Long polymer chains, often cross linked with sulfur
bridges, consist of rubber products. The challenges in recycling and recycling used
tires are therefore due to the very complex nature and composition of tire materials.
However, the improvement made in the waste management of polymers in recent years
has led to post-consumer tires being seen as a possible source of precious raw
materials. Rubber waste can be converted into energy or new polymer materials in this
way.
 6

One of the techniques used to recycle waste tires is to use them as an asphalt
modifier. Numerous scientists have identified rubber-asphalt binders obtained from
rubber waste. The addition of recycled rubber to asphalt increases durability,
mechanical properties, fatigue life, flexibility, rutting resistance, abrasion resistance,
low temperature cracking, noise reduction during contact with the ground tire
(Sienkiewicz et al., 2017).

Crumb rubber has been used for over 50 years in the pavement industry. In
terms of storage stability and workability, conventional wet-process processes, such
as asphalt rubber, have shown weaknesses. In general, the addition of crumb rubber to
asphalt mixtures, as well as the proper design and field implementation of asphalt
rubber mixtures, extends the working range of conventional mixtures by reducing
rutting at high temperatures, fatigue cracking at intermediate temperatures, thermal

A
cracking, and age hardening potential. Through different physical and chemical

TT
processes, attempts have been made to increase the storage stability or of the viscosity

P
of crumb rubber modified (CRM) asphalt. To effectively minimize the viscosity of

MINAH
TUN A
CRM asphalt, additives such as vegetable oil, hot mix asphalt additives and bio-binder

NKU
have been identified (Tang et al., 2016).
TU
AKAAN
ERPUST
P
 7

2.2 Flexible Pavement

Flexible pavement can be characterized as one consisting of a mixture of asphaltic or

bituminous material and aggregate placed on a bed of adequate strength compacted
granular material in layers over the subgrade. The flexible pavement design is based
on the principle that a load strength decreases as the load is transmitted downward
from the surface by a load of any magnitude. Based on axle load limits and climatic
conditions, flexible pavement is built. Overweight trucks cause the pavement to
severely deteriorate and therefore shorten its life. A pavement should usually have a
reasonably balanced design between the rutting and fatigue modes of distress to fully
utilize each pavement material in an economic design.

A
It consists of a series of layers of the highest quality materials at or near the

T
PT
pavement surface. It represents the subgrade deformation and subsequent layers on the

MIN H
surface. Its durability depends on the aggregate interlock, particle friction and
A
TUN A
cohesion. Differences in temperature due to changes in atmospheric conditions do not
produce stresses in flexible pavements.
T U N KU
A K A A Nanalysis and the lack of attention to identify
E R P U ST
The failures of flexible pavement
Ppavement components that achieve a balanced section that provides equal
the
pavement lives in terms of rutting and fatigue may be related to the increased rutting
or lower fatigue life of the flexible pavements (Behiry, 2012).
 8

2.3 Failure of Flexible Pavement

2.3.1 Rutting

During their service life, asphalt pavement is subjected to many stresses. Rutting is
one of the biggest issues. With the rise in traffic volume, tire pressure and axial load,
rutting in asphalt pavements has recently become one of the major types of distress. It
also occurs after opening up to traffic in the first few years. Rutting is the accumulation
of permanent deformation in the layers of paving. It is caused by a combination of
shear deformation and densification, resulting as longitudinal depressions in the paths
of the wheel and small side upheavals. Rutting has a significant effect on asphalt
pavement performance, particularly in the ruts trap water to cause hydroplaning (Xu

A
& Huang, 2012).

T
PT
Wheel path surface rutting can cause road safety to be jeopardized. As a
consequence, excessive rutting, which is generally considered to be the primary cause
M INAH
T U N
of premature failure and repair operations and road network maintenance, willA lead to
a decline in pavement serving life (ShafabakhshU
T et N KU
al., 2014).

A K A A N
E R P U ST
It is necessary to seek cost-effective ways to mitigate and prevent rutting in
P surfaces. One of the alternatives to reduce permanent deformation in asphalt
pavement
pavement layers is through the use of mixtures produced with asphalt rubber. Crumb
rubber from waste tires introduced into the asphalt is one of suitable application to
dispose the tires and used as an additive to enhance the properties of the conventional
asphalts (Fontes et al., 2010). The addition of crumb rubber modifier (CRM) to asphalt
mixes enhances the viscosity and elasticity of the bitumen and at the same time,
increases their resistance to aging.

The rutting properties of CRM binders improved as the CRM percentage

increased. The ambient CRM was found to be more effective on producing the CRM
binders that are less susceptible to rutting at high pavement temperatures (Fontes et
al., 2010).
 9

One of the most important techniques used for pavement model is the finite
element approach. The behaviour under traffic loading and combined thermal
conditions are simulated using ABAQUS computer program ver. 6.12.1. A 3-D solid
structural analysis of pavement using element (C3D8R) which is a general linear brick
element, has three degrees of freedom translations in the nodal x, y, and z directions
at each node. The finite element model including asphalt layer (50 mm) thickness;
granular base layer (150 mm) thickness and subgrade soil (3000 mm) thickness. For
minimizing the effect of inaccuracy due to the edge, suitable sizes in longitudinal and
transverse directions (3600 mm- 4000 mm) has been applied for complete 3-
Dimentional section of flexible pavement (Alkaissi, 2020).

In order to simulate flexible pavement deformation, a linear-elastic perfectly-

plastic Drucker–Prager model is used to characterize layer materials. The complex
modulus is used as a design parameter to reflect the viscoelastic characters of the
asphalt paving mix. Several investigations have shown that the use of linear-elastic

TA
models to predict stresses and strains in pavement structures can lead to significant

T
P
errors. To overcome this problem, a linear-elastic perfectly-plastic Drucker-Prager
model was proposed. The analysis due this model provided acceptable results. It was
M I NAH
T U N A
depth increases with decreasing the subgradeT U NK U
found that the predictive rut depth decreased by decreasing the temperature. The rut

A K A A N strength.

S T
PERPU
 10

2.3.2 Fatigue

Fatigue cracking is mainly caused by repeated traffic loading and it can lead to
significant reduction in the serviceability of flexible pavements. The cracking
resistance of hot-mix asphalt (HMA) mixtures is directly related to the fatigue
performance of flexible pavements(Shu et al., 2008). As the axle load increases, the
fatigue damage typically increases at an increasing pace. Furthermore, raising the
elastic modulus of the asphalt layer reduces fatigue and rutting damage. Fatigue life
has no sensitivity due to the difference in base thickness compared to rutting life,
which is extremely sensitive (Behiry, 2012).

Indirect tensile strength (ITS), failure strain, toughness index (TI), robust
modulus, DCSEf, energy ratio, plateau value, and load cycles to failure were among
the fatigue parameters investigated. The flexural beam fatigue test was a strain-

TA
controlled test to determine the fatigue life of beam specimens sawed from laboratory

T
P
compacted materials and subjected to repetitive flexural bending till failure
(AASHTO) (Shu et al., 2008).
M INAH
A fatigue model based on the ratio of dissipated energyT U N A
T U N K U change is material-

K A A N The beam fatigue experiments were used

independent and has good forecast accuracy.
A
R P U theS T mixtures' fatigue behaviour. The fracture energy density of
P E
to characterise asphalt
the mixtures was measured using IDT testing. Because it was discovered in prior study
that both the IDT and bending beam testing showed equal fracture energy estimates
for a given mixture, the IDT tests were chosen instead of the bending beam tests for
the evaluation of fracture energy. The dynamic modulus tests were performed to
measure the viscoelastic properties of asphalt mixtures used in the analysis (Li et al.,
2012).

A two-point bending fatigue test is used in the laboratory to determine the

fatigue life expectancy of a bituminous mixture. The test involves applying a
continuous sinusoidal signal to a trapezoidal specimen clamped at its big base, with
the number of loading cycles completed d before failure, which is defined as a loss of
half of the initial stiffness.It is also observed that the load signal shape affects the
fatigue life expectancy of asphalt pavements (Ambassa et al., 2013).
 11

2.4 Rubberised asphalt mixture

The increment in crumb rubber and latex content resulted in a higher tensile strength.
The crumb rubber and natural rubber latex modified asphalt binder has comparatively
identical elastic recovery outcomes, while it also helps in enhancing the stiffness in
terms of softening and penetration value (Poovaneshvaran et al., 2020). Crumb rubber
has proved itself as one of the most important alternative materials for reducing the
negative environmental impact of transportation infrastructures, particularly the
operation caused by tires replacement on a frequent basis. In terms of permanent
deformation and fatigue cracking, rubber asphalt mixtures prepared by the dry process
perform well. It is not crucial to making large changes to traditional asphalt plants in
order to incorporate crumb rubber into the mix, but they do needs constant digestion
time in order to acquire moisture resistance (Chavez et al., 2019).

T
PTA
The use of more crumb rubber generated more air voids (greater moisture
penetration in the mix) and poorer cohesion, which led to a less satisfactory response

MINAH
TUN A
to moisture action. As shown by the mix response to water sensitivity and plastic

U N KU
deformation, the amount of crumb rubber in the mix had a significant impact on its
T
A A et N
theS
asU
T A K
mechanical performance (Moreno al., 2012). The elastic recovery of modified

PErisesP
asphalt R
characteristics.
crumb rubber particle size increases, showing improved mechanical

At low temperatures, the modified asphalt with smaller crumb rubber particle
sizes showed higher resistance to cracking. This is due to the fact that smaller crumb
rubber particles have a larger specific surface area and are more prone to swelling or
degrading in the binder, releasing rubber and modifying the asphalt composition.
Crumb rubber particle size increases improve anti-rutting and fatigue resistance while
lowering low-temperature cracking resistance and storage stability (Qian et al., 2020).
 12

The performance of the materials is assessed by measuring the resultant rut

depth (Moreno et al., 2013). Asphalt mixture modification of crumb rubber 1.25%, an
increase in the rut depth on cycles, showed the lowest value compared to other asphalt
mixtures. The addition of crumb rubber has shown the optimum content of 1.25% of
the asphalt content in the aggregate asphalt mixture and has achieved better-modified
asphalt mixture performance and higher rutting resistance than asphalt mixture without
crumb rubber. Based on the previous data, the mixes with the lowest mean final
deformation values were those with the largest percentages of crumb rubber (Moreno
et al., 2012).

2.5 Summary

Rutting occurs when the layers of paving become permanently deformed. As a result,

A
severe rutting, which is widely regarded as the principal cause of early pavement

T
PT
breakdown and repair operations, as well as road network maintenance, would result
in a reduction in pavement serving life. The addition of crumb rubber modifier (CRM)

MINAH
TUN A
to asphalt mixes enhances the viscosity and elasticity of the bitumen and at the same

U N KU
time, increases their resistance to aging. The rutting properties of CRM binders
T
A KA
improved as the CRM percentage A N Crumb rubber has shown to be one of the
increased.

E R P U ST materials for decreasing the negative environmental impact

P
most important alternative
of transportation infrastructures, especially the frequent tyre replacement operations.
The addition of crumb rubber has shown the optimum content of 1.25% of the asphalt
content in the aggregate asphalt mixture and has achieved better-modified asphalt
mixture performance and higher rutting resistance than asphalt mixture without crumb
rubber.
 13

CHAPTER 3

METHODOLOGY

3.1 Introduction

The purpose of the laboratory studies is to evaluate mixtures properties so that it is in

the standard that already stated. This chapter also will also study about rutting

TTA
characteristic in standard pavement in Malaysia. This section discussed about detailed

P
description of the test methodology used to evaluate the rutting characteristic of the
mixture. To make it simple, work study is shown in Figure 3.1.
MINAH
NKU TUN A
AN TU
STAKA
PERPU
 14

START

Literature Review

Aggregate Properties

1.Seive Analysis

Binder Properties (Bitumen

60/70)

1.Penetration test

2.Softening Point test

TTA
SUPERPAVE MIX DESIGN

P
(Obtain Optimum
Bitumen Content)
MINAH
N KU TUN A
A N T U
STAKA
PERPU Rutting Analysis

(Wheel Tracking Test)

END

Figure 3.1: Work study methodology

 15

3.2 Material selection

Material selection is important for achieving the study objectives. The material used
in this study were aggregate, bitumen and tyre rubber. All materials are prepared in
accord with the JKR road design specification.

3.2.1 Material for asphalt mixture

In the Superpave mixing technique, the nominal maximum aggregates size is 37.5,
25.0, 19.0, 12.5, and 9.5 mm size. In this project, the mixtures of bitumen concrete that
used is 9.5 mm size as nominal maximum aggregates size. Sieve analysis determined
the proportion of different aggregate sizes and not exceed the Superpave gradation

A
limit.

T
PT
3.2.2 Bitumen

E R P U A KA A N T U N KU TUN A
MINAH
Bitumen used in this study was grade 60/70. In order to ensure the bitumen satisfied
STand softening point test was conducted.
the standard, penetration
P
 16

3.3 Superpave Mix Design

The Superior Performance Asphalt Pavements (Superpave) mixes proved superior to

the Marshall Mixes. This method used to obtain optimum bitumen content(OBC). The
process for the design of the Superpave mix included the selection of asphalt and
aggregate materials that comply with the Superpave requirements and the volumetric
analysis of mix specimens compacted with the Superpave gyratory compactor. Trial
bitumen content 5.5%was used because the nominal maximum aggregates size that
used is 9.5 mm. The determination of OBC based on 5.5 % bitumen content, and the
specimen carried at +/- 0.5% below estimated bitumen content and at +1% from
estimated bitumen content.

3.3.1 Percent of air void in compacted mixtures, va

T
PTA
The percent of air void in compacted mixtures (Va) can be determined with formula

Va = 100 x [(Gmm-Gmb)/Gmm]

Where Gmm is maximum specific A

P U ST A K A gravity TU N K U
M
TUN A(3.1)
INA
Nof paving mixture and Gmb is bulk specific
H

P E R
gravity of compacting mixtures.

3.3.2 Voids in Mineral Aggregate

Voids in mineral aggregate (VMA) is defined as the intergranular void space between
the aggregates particles in compacted paving mixtures. It can be calculated by using
formula.

VMA = 100 – [(Gmb x Ps)/Gsb] (3.2)

where Gsb is bulk specific gravity of total aggregates, Gmb is bulk specific gravity of
compacted mixture and Ps is aggregates content, percent by total mass of mixture.
 17

3.3.3 Voids Filled With Bitumen

Voids filled with bitumen (VFA) is the percentage of the voids in mineral aggregate
that are filled with bitumen. Where;
VFA = 100 x [(VMA –Va)/ VMA] (3.3)

3.4 Aggregate analysis

When it comes to getting the maximum performance out of an asphalt mixture,

choosing the right aggregate is essential. To achieve the best aggregate quality,
several type of tests were carried out.

TTA
3.4.1 Sieve analysis

P PERwas
aggregate PU oven
T A K A o
A
the Superpave Standard's requirements. N ForT U N K
is to assure that the proportion of aggregates used in the U
mixtureTisUwithin or
A M
Sieve analysis is a method for determining the grading of an aggregate stockpile. This
N satisfies
the sieve analysis, the first step was
Sdry using 100 C for 24 hours before sieving process. To avoid
segregation, the aggregate sample was carefully obtained from a stockpile after 24
INAH

hours. The Superpave Standard gradation was used to generate a series of sieves of
various sizes. The aggregate was placed into the sieves, which were then transferred
to a sieve vibrator and vibrated for 10 minutes. The aggregates were then moved to
storage according to the sieve size. The percentage of aggregate passing through a
sieve is plotted against the size of sieves using a semi-log graph to determine aggregate
grading.

Aggregate gradation is an important factor in mixing design which is it will

affect the aggregate and binder mixing process. Aggregate gradation influences the
performance of the road layer. The aggregate gradation with nominal size 9.5mm was
used. The gradation limit of aggregates must follow Superpave gradation limit.
 18

Table 3.1:Sieve size for superpave standard 9.5 mm nominal aggregates used
Sieve size(mm) Percentage passing(%) Weight of sample(g)

12.5 100 0
9.5 94 69

4.75 78 184

2.36 42 414
1.18 20 253

0.6 10 115

0.3 5 57.5
0.075 2 34.5

Pan 0 23

Total 1150

T
PTAPUSTAKAAN TUNKU TUN A
MINAH

PER

Figure 3.2: Sieve shaker with sieve pans

 19

3.5 Binder testing

Binder testing in this study involved penetration and softening point test.

3.5.1 Penetration test

The penetration test is an empirical measurement of a material's consistency based on

the distance a standard needle sinks into over a specified loading time. To penetration
test apparatus is specific in many standards throughout the world but has always the
same basic requirement as ASTM D5.

The following is the procedure of the determining penetration of bituminous

materials. Specimens were prepared in sample contains exactly as described (ASTM

A
D5) and placed in a water bath for 1 to 2 hours prior to the test at the specified

TT
temperature (25°C). In a typical test, a properly dimensioned needle loaded to 100 +/-

P
0.05g is brought to the specimen's surface at right angles and allowed to penetrate the

M INAH
N Awere
bitumen for 5 seconds while the temperature of the specimen is kept at 25°C. The depth
pointsT
of the penetration will be measured in tenths of a mm. Five U U
N T U NK determinations

A K A
prepared on the specimen. A clean A
T was recorded.
needle is used for each determination. The
penetrationP
E R U S
P value of bitumen

Figure 3.3:Sample submerged in water bath(25℃)

 20

T
PTA
Figure 3.4:Automatic penetration used to obtain penetration value of bitumen.

PUSTAKAAN TUNKU TUN A

MINAH

PER
 21

3.5.2 Softening point test

Softening point is measured by ring and ball method in accordance (ASTM D36). It
can simply define as the temperature at which bitumen cement cannot support the
weight of steel ball and starts flowing. Its purpose is to determine the temperature at
which the phase changes occur in the bitumen cement.
The following is the procedure of the determining softening point. The ring
was assembled, the two ball bearing, were placed in a liquid bath filled to a depth of
105 +/- 3mm and the whole maintained at the temperature 50+/- 1℃ for 15 minutes.
A 9.5mm steel ball bearing (weighing 6.5+/- 0.05) was centred on each specimen and
heat was applied to the breaker so as to raise the temperature by 5+-0.5 ℃ per minute.
The temperature at which each bitumen specimen touches the base plate was recorded

TA
to the nearest 0.2 ℃.

T
PPERPUSTAKAAN TUNKU TUN A
MINAH

Figure 3.5:Ring and ball apparatus for softening point test

 22

3.6 Mixture preparation

Aggregates that passed the gradation limit in Superpave standard were used. Aggregate
was heated in oven for four hours at mixing design temperature, based on mixing
temperature of bitumen (165℃). After two hours, control bitumen is placed in the oven
with same temperature. Then pan was placed on balance and zero the balance.
Weighted the bitumen until reach the desired batch weight needed. Mechanical mixing
bowl was heated until reached mixing design temperature. Remove the pan from the
balance and put the aggregates with bitumen in mechanical mixing bowl and mixer
machine was turned on. After mixed, the pan with the mixture and the mould for
compaction was placed in the conditioning oven for 2 hours at a temperature equal to
the mixture’s specified compaction temperature (155℃). This process for short term

A
aging. The proper timing of the gyratory compaction steps can be obtained by spacing

T
PT
each specimen of the mixture by roughly 20 minutes. The procedure was repeated until
the desired number of samples had been obtained.

MINAH
NKU TUN A
AN TU
STAKA
PERPU

Figure 3.6:Mixer machine set at 165 ± 5 ℃

 23

Figure 3.7:Put the aggregates with bitumen in mechanical mixing bowl

T
PTA
3.7 Compaction of mixture

P U S T A
term aging. This includes K A
verifyingA N
time
T U N KU TUN A
MINAH
The Superpave Gyratory Compactor was prepared while mixture specimens are short
that the compactions pressure, the compaction
PE
angle R
and speed gyration were set to their proper value, and setting the desired number
of gyrations, Ndes which is 100 gyrations. Also ensure that the data acquisition device
is functioning. The mould and base plate was removed from the oven and placed the
base plate in the mould and a paper disk on top of the base plate. Short term age mixture
was placed in the mould, levelled the mixture and put a paper disk was placed on top
of the levelled mixture. The mould containing the specimen was placed into the
compactor. The mould was centred under the loading ram and starts a system so that
the ram extends down into the mould cylinder and contacts as specimen. The ram stop
when the pressure reaches 600kPa.Angle 1.25° of gyration was applied and started the
gyratory compaction. Compaction was proceed until Ndes has been completed. Paper
disk from the top and bottom of the specimen was removed and allowed the specimen
to cool undisturbed. The mould and base plate was placed back in the oven to reach
 24

compaction temperature for the next specimen. The compaction procedure was
repeated for each specimen. Identify each specimen with crayon stick when it cooled.

T
PTA PUST A K A A N T U KU T
Figure 3.8:Mould used in gyratory compactor
N
UN AMINAH

PER

Figure 3.9:Superpave gyratory compactor

 25

3.8 Determination of optimum bitumen content

In order to determine OBC, corelok was chosen to determine Gmm and Gmb. Corelok
is a system for sealing asphalt samples so that the sample densities may be measured
by water displacement methods. Samples were automatically sealed in a thick plastic
bag. It involved compacted (Gmb) and loose(Gmm) samples to obtain the OBC. The
sample that was sealed is put on a balanced and then put in water bath. The plastic cut
when the sample fully immersed in the water. The weight of the sample in water was
recorded. Sample was removed from the water, dump dry the sample with a damp
towel as quick as possible and surface dry mass was recorded.

Table 3.2Percentage of asphalt content and the number of samples

TTA
Asphalt content % No. of compacted sample No. of loose sample

P
5.0% 3 2

H
5.5% 3 2
6.0% 3
MINA
2

TUN A
6.% 3 2

TUNKU
AKAAN
ERPUST
P

Figure 3.10:Corelok machine

 26

Figure 3.11:Sealed compacted sample

T
PTAPUSTAKAAN TUNKU TUN A
MINAH

PER

Figure 3.12:Sealed loose sample

 27

Figure 3.13:Sample submerged in water bath.

T
PTA
3.9 Wheel Tracking Test

According to AASHTO T324, theA

P U ST A K A target T U N KU TUN A
MINAH
Nair void content is 7 ± 1% for laboratory-
P E R
compacted specimens. In this study, the compacting cylindrical specimens (diameter
of 150 mm and thickness of 60 ± 1 mm) were used in the Hamburg wheel tracking
(HWT) test, which was set together in high-density polyethylene mold by cutting a
small part.

Testing samples were submerged in 50 °C water. The SmarTacker Hamburg Wheel

Tracker was used and the 203.2 mm diameter, 47 mm wide steel wheel with a 705 ±
4.5 N at a speed of 52 passes per minute was applied to the samples. A linear variable
differential transducer (LVDT) was used to measure the rut depth along the length of
the wheel’s path. When either the rut depth reached 20 mm, or the 20,000 wheel passes
occurred, the HWT test was stopped.
 28

CHAPTER 4

DATA AND ANALYSIS

4.1 Introduction

TA
Based on the data obtained, the use of crumb rubber in a dry process to prevent rutting

T
P
was reviewed in this chapter. It covered all of the analyses and results obtained as a

INA
result of the tests carried out in this study. The result is obtained by computation and
M H
is displayed as tables and graphs to ensure that the analysis' result can N
T U Aand
be defined

T U outN toK
U
A K A A N
described clearly. The analysis was carried ensure that all testing was

P U S T
appropriate to this issue and that the objective was satisfied. The OBC obtained by
PERmethod and the rutting performance determined by Wheel Tracking test.
Superpave

4.2 Sieve analysis

The aggregate and binder mixing process influenced by aggregate gradation, which is
an essential part in mixing design. The road layer's performance is impacted by
aggregate gradation. For OBC determination, crushed granite aggregate was dried and
sieved into selection size range according to specific gradation. The aggregate
gradation with nominal size 9.5mm was used. The proportion of aggregate in mix are
shown in table below.
 29

Table 4.1:Sieve size and percentage of aggregate passing

Sieve size(mm) Percentage passing(%) Percentage retained(%) Weight of sample(g)

12.5 100 0 0

9.5 94 6 69

4.75 78 16 184
2.36 42 36 414

1.18 20 22 253

0.6 10 10 115
0.3 5 5 57.5

0.075 2 3 34.5

Pan 0 2 23

Total 100 1150

T
PTA 100
90
80

TUN A
MINAH
Percentage passing(%)

KU
70

N TUN 60

AKAA 50

ERPUST 40
P 30
20
10
0
0.01 0.1 1 10 100
Sieve size(mm)

Figure 4.1:Graph of percentage passing versus sieve size

The smooth S curve graph of percentage passing versus sieve size indicates that the
size proportion of aggregates is acceptable which followed the aggregate gradation
for 9.5mm size.
 30

4.3 Penetration test

A penetration test is an empirical measurement of a material's consistency based on

the distance a standard needle sinks into it under specified load and time. The bitumen
used in this test is 60/70 grade and all the result must follow the standard of MS541
penetration value. Three sample with five points was pricked with needle for each
sample. The penetration value was averaged.

Table 4.2:Penetration test result

Sample Penetration Average

1 68.8 69.14

TA
68.9

T
P
69.3

69.0
MINAH
NKU
69.7
TUN A
AN
2
TU 68.7 68.96

STAKA
U
69.4

PERP 69.0

69.8
67.9

3 69.9 69.42

69.8
69.4

68.9

69.1
Average 69.17

The average penetration value of the samples satisfied the standard in MS 541
penetration test which in the range 60-70.
 31

4.4 Softening point test

The ring-and-ball softening point test determines the temperature at which blown
asphalt is sufficiently softened to allow a normal ball to sink through it. The bitumen
used in this test is 60/70 grade and all the result must follow the standard of MS687 of
softening point test.

Table 4.3:Softening point test result

Sample Softening Point

1 50.9

2 52.8

TTA
Average 51.9

PPERPUSTAKAAN T
MINAH
The average softening point of the bitumen sample followed the standard in MS687
of softening point test which in the range of 49-56.

UNKU TUN A
 32

4.5 Optimum bitumen content (OBC)

After choosing a nominal aggregate size, the material is sieved. The properties of the
mixture must be analysed in order to determine the OBC of the mixture by Superpave
mix design. According to the nominal size of 9.5 mm aggregates, a minimum of two
specimens for Gmm and Gmb were made. Estimated binder content was 5.5% ± 0.5%
and 1.0%. Percent of OBC that obtained must follow the standard limitation from
Superpave mixing design.

Table 4.4:Result obtained from Superpave mix design

T
PTA
Asphalt
Gmm Gmb Gsb Va Ps VMA VFA
Content %
5% 2.447 2.331 2.588 4.74 95.64 13.86

MINAH65.79

TUN A
5.50% 2.414 2.314 2.588 4.14 95.93 14.23 70.89
6% 2.364 2.272 2.588 3.89 95.88 15.83 75.41
6.50%
T
2.331
UNKU 2.245 2.588 3.69 96.81 16.02 76.96

AKAAN
ERPUST
P
When there is a higher percentage of trial asphalt content, the percentage of air void
decreases. But for the design purposed, there is only need 4% of air void to determine
OBC. To obtain OBC, this standard used to plot graph of three parameters against
asphalt content that involved percent air void, percent VMA and percent VFA.

va
5.00

4.50

4.00

3.50
5.0% 5.5% 6.0% 6.5% 7.0%

Figure 4.2:A graph of Air void versus Trial asphalt content

 33

VMA
16.50
16.00
15.50
15.00
14.50
14.00
13.50
5.0% 5.5% 6.0% 6.5% 7.0%

Figure 4.3:A graph of VMA % versus Trial asphalt content

VFA
80.00

78.00

TTA
76.00

P
74.00

72.00

MINAH
TUN A
70.00
5.0%

T U N
5.5%
KU 6.0% 6.5% 7.0%

A K A
Figure 4.4:A graph ofAN% versus Trial asphalt content
VFA

ERPU ST
P
Table 4.5:Design Mixture Properties at 5.9% Bitumen Content

Mix property Result Criteria Status

Air void 4% 4% Ok

VMA 15.2 min 13 Ok

VFA 73.5 65-76 Ok

Percent of the VMA is 15.2% that is higher than minimum value of design criteria,
13% minimum value. Percent of VFA obtained is 73.5% that also slightly lied between
65 to 75%limitation. Thus the design OBC obtained was 5.9% and accepted because
as it is following the Superpave design criteria.
 34

4.6 Rutting analysis

The Wheel Tacking Test measured the plastic deformation of asphalt-based road
surface wearing courses under conditions of temperature and pressure that are similar
in many aspects on asphalt roads in hot weather with heavy traffic. The resultant rut
depth is used to evaluate the materials' performance. To analyse the performance of
crumb rubber in the design mix, previous research data taken as literature review.

4.6.1 Rut depth

The depth of ruts in the pavement has a direct impact on traffic safety and provides a
reliable indication of the condition of the road. Ruts occur as a result of the road
structure's wear and weak load carrying capacity. If ruts form as a result of one of these

TA
factors, water runoff is limited, and aquaplaning is a possibility. In the event of a

T
P
slippery road, ruts can also result in a loss of vehicle control. The result below showed

INAH
the influence of addition of crumb rubber to rut depth. The percentage of addition of
M
T U N Aand
KU
crumb rubber in the study (Hadiwardoyo et al., 2020) were 1.25%,2.5%,3.75%

N T U N
5%,and 0% for control.
A K A A
E R P U ST
P

Figure 4.5:Rut depth against cycle (Hadiwardoyo et al., 2020).

 35

Table 4.6:Rut depth for different percentage of crumb rubber(Hadiwardoyo et al.,

2020).
Crumb rubber(%) No of cycle Rut depth(mm)

0 500 1

1000 1.2

1.25 500 0.4

1000 0.6

2.5 500 0.7

1000 0.8

3.75 500 0.8

1000 0.9

5 500 0.8

1000 0.9

TTA
Asphalt mixture modification of crumb rubber 1.25%, an increase in the rut depth on

P
cycles, showed the lowest value compared to other asphalt mixtures. Crumb rubber

M INAH
resulting in improved modified asphalt mixture performance T U N A
being added to the aggregate asphalt mixture at a rate of 1.25% of the asphalt content,

T U N K U and stronger rutting

K A N
Abe encouraging to increase the service life of the
resistance than asphalt mixtures without
A
crumb rubber. Thus, the usage of the crumb

R PU S T
P E
rubber in asphalt mixture could
pavement by the high traffic conditions.
 36

4.6.2 Wheel Tracking Slope

Wheel tracking slope obtained from wheel tracking test. The percentage of addition
of crumb rubber in the study (Moreno et al., 2011, 2013) were 0.5%,1.0% and 1.5%
and 0% as control.

T
PTA P
Figure 4.6: Wheel Tracking Slope (Moreno et al.,T

U ST A K A A N T U N KU U
2011) N AMINAH

PER
 37

Table 4.7: Wheel Tracking Slope (Moreno et al., 2011)

Wheel tracking slope (WTS)

0% 0.5% 1.0% 1.5%

0.05 0.045 0.07 0.027

0.05 0.064 0.063 0.026

0.05 0.069 0.076 0.035

Table 4.8: Wheel Tracking Slope (Moreno et al., 2013)

T
PTA PU ST A K A A N T U N KU TUN A
MINAH

PER Table 4.9:Wheel Tracking Slope (Moreno et al., 2013)

Wheel tracking slope (WTS)

0% 0.5% 1.0% 1.5%

0.055 0.053 0.067 0.041

0.046 0.037 0.075 0.037

0.050 0.045 0.071 0.039

Based on the previous data, the mixtures with the highest percentages of crumb rubber
had the lowest mean final deformation values. This shows that by using crumb rubber
in bituminous mixes is effective and increases the mix's response to plastic
deformation significantly. The addition of large quantities of crumb rubber to the mix
(1.5%) greatly improved its response to plastic deformations. Its performance in this
respect was much better than that of the reference mix.
 38

CHAPTER 5

CONCLUSION

5.1 Introduction

T
PTA
This chapter summarizes the findings of the various tests that were conducted,

A A
Test, sieve analysis, Optimum Bitumen

P U ST A K N T U
Content N
determination
T U N
KU and Wheel Tracking
examined, and compared. The tests conducted included Softening Test,
A M
Penetration
INAH

P E R
Test. All of the
objectives.
tests and analysis were carried out in order to satisfy the study's
 39

5.2 Conclusion

In this study, the physical and mixtures performance test of bitumen, dry process with
additional of crumb rubber and aggregate gradation were investigated using tests that
stated in ASTM, ASHTO and MS. Amount of 0.5%,1%,1.25% and 1.5% of crumb
rubber is added to the mixture. Based on the test presented and with respect to the
applications, the following conclusions and findings can be drawn:
1) The 60/70 grade of bitumen used is satisfied with the standard of penetration
and softening point test.
2) The mixes with the lowest mean final deformation values were those with the
largest percentages of crumb rubber.
3) The use of crumb rubber in bituminous mixes is effective and significantly
improves mix response to plastic deformation.

T
PTA PUSTAKAAN TUNKU TUN A
MINAH

PER
 40

5.3 Recommendation

1. Utilization of rubber was satisfying for rutting resistance. Therefore, other

performance like stripping test, fatigue performance and other performance test should
be considered to better understanding the ability of this particle in asphalt mixture.
2. The test using higher rubber content in mixture and determine the optimum rubber
content in the mixture.
3.The performance of modified asphalt binder using rubber should be tested by wet
process to approve the effectiveness of the rubber in pavement.

T
PTA PUSTAKAAN TUNKU TUN A
MINAH

PER
 41

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TA
Behiry, A. E. A. E. M. (2012). Fatigue and rutting lives in flexible pavement. Ain

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P
Shams Engineering Journal, 3(4), 367–374.

M I NAH
T U N A
Chavez, F., Marcobal, J., & Gallego, J. (2019). Laboratory evaluation of the

T U N K U
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R P U T G., Pais, J. C., & Pereira, P. A. A. (2010). Evaluating

STrichês,
P E
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 42

Moreno, F., Rubio, M. C., & Martinez-Echevarria, M. J. (2012). The mechanical

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modified asphalt. Construction and Building Materials, 235, 117517.

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Shafabakhsh, G. H., Sadeghnejad, M., & Sajed, Y. (2014). Case study of rutting

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