Characteristics of permanent deformation

rate of warm mix asphalt with additives

variation (BNA-R and zeolite)
Cite as: AIP Conference Proceedings 1855, 030004 (2017); https://doi.org/10.1063/1.4985474
Published Online: 15 June 2017

Nurul Wahjuningsih, Sigit Pranowo Hadiwardoyo and R. Jachrizal Sumabrata

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© 2017 Author(s).
 Characteristics of Permanent Deformation Rate of Warm
Mix Asphalt with Additives Variation (BNA-R and
Zeolite)
Nurul Wahjuningsih1,b), Sigit Pranowo Hadiwardoyo2,a), R. Jachrizal
Sumabrata3,c)
1,2,3
Department of Civil Engineering, Faculty of Engineering, Universitas Indonesia
a)
Corresponding author: sigit@eng.ui.ac.id
b)
nwahjuningsih@gmail.com, c)jachrizal@gmail.com

Abstract. Permanent deformation is one of the criteria of failure on asphalt concrete mixture. The nature of the
bitumen melt at high temperatures, this condition causes the asphalt concrete mixture tends to soften due to an
increase in temperature of the road surface. The increase in surface temperature and the load wheel that has repeated
itself on the same trajectory causes deformation groove has formed. Conditions rutting due to permanent
deformation has resulted in inconvenience to the passengers and can lead to high costs of road maintenance. On the
road planning process required a prediction of the rate of the permanent deformation of asphalt concrete mixtures. It
is important to know early on the road surface damage due to vehicle load and surface temperature during service
life. Asphalt has been mixed with the additive BNA-R and Zeolite intended to make variations in the characteristics
of bitumen in this study. This variation is further combined with variations in the composition of aggregate in order
to obtain a combination of asphalt-aggregate mixture. This mixture using warm mix, and to determine the permanent
deformation of asphalt mix with material combinations was performed through the wheel tracking test machine with
3,780 cycles or 7,560 tracks for 3 hours. Another analysis to determine the characteristics of asphalt concrete
mixtures have also been carried out changes in the surface temperature at the time of the test track. From the results
of the test track to nearly 8 thousand passes has seen permanent deformation characteristics of asphalt concrete
mixture with a variation of the characteristics of bitumen and aggregate variation. Groove of deformation due to a
wheel load from the initial until the last passes shows that there are influence of compaction temperature on the
variation of bitumen and aggregate composition to the relationship of permanent deformation of the wheel groove,
especially on the road surface temperature changes.

INTRODUCTION
Parameters related to the failure criteria in asphalt mixtures are permanent deformation and fatigue crack [1].
Asphalt pavements are often sensitive to groove deformation damage when heavy load vehicles at high ambient
temperatures. This rutting has occurred due to accumulation of irrecoverable strain on asphalt pavement layers.
This type of damage can be permanent deformation of the road surface. This condition is one of the major
damage that cause inconvenience user roads and causing high costs road maintenance [2, 3]. Maintenance
programs of early detection are very important in the maintenance, prevention programs and strategies
improvement plan. Rutting is also defined as the accumulation of permanent deformation after passed wheel
load [4]. There are several causes of rutting. The variation of material characteristics has been identified as the
main factors influencing the resistance to rutting in the road surface [5].
Damage groove (rutting) is the permanent deformation of the surface layer of pavement that can be increase
with an increase in vehicle traffic. Generally, three factors led to create rutting in the asphalt pavement include
permanent deformation accumulation in the surface of asphalt layer, permanent deformation of the subgrade,
and erosion or wear of asphalt at the wheels place due to the passing of vehicles [6]. Road surface layer made of
a mixture of asphalt with aggregate and filler, called asphalt concrete. Several types of additive mixtures have
been added to make the modification of asphalt with the aim to improve the rheological properties of pure
bitumen basis. Asphalt is a material sensitive to temperature changes, at high temperatures, bitumen tends to
flow more easily due to the declining value of its viscosity. These conditions create an asphalt mixture that is

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030004-1
"softer" which tend to rutting [7]. Some attempts to address the occurrence of rutting on the kind of warm mix
asphalt (WMA), the use of additives intended to increase their susceptibility to rutting indispensable.
The use of warm mix asphalt has become popular in terms of environmental technology issues. Warm mix
asphalt has been able to reduce energy fuel for the process of mixing/compaction temperature is lower than hot
mix asphalt (HMA). The occurrence of a drop in temperature can cause an increase in viscosity of the asphalt
pavement. The process of compaction of asphalt concrete will have difficulties at low temperatures, this can
result in failure of asphalt concrete performance and can result in cracking or deformation. This condition is
complicating the process of the covering aggregates by bitumen, so that for the process of the covering
aggregates can be done with additives to lower the viscosity [8]. The WMA was referring to technology that
allows significant reduction in the temperature of mixing and compacting asphalt aggregate by a decrease in
viscosity of bitumen using organic additives, chemical additives, or the foaming process [9].
Researchers have carried out a simulation of the deformation the groove wheel using a wheel tracking test in
the laboratory because these tests could model the stress states of pavement in the field [10]. Limitations of
testing equipment to test until 1,260 trajectory are often a bottleneck for deeper analysis. Several studies have
been conducted and it is known that the result of a short cycle of wheel tracking machine (WTM) at some tools
with short cycles (1,260 cycles) has not reached the secondary zone. The condition indicates that the
accumulation of permanent deformation has not occurred. It can be concluded that increasing the number of
cycles at very short cycle is required [7].
The purpose of this study was to evaluate the effect of additives types BNA-R and zeolite on the deformation
of warm mix asphalt using a wheel tracking test (cycle length).

MATERIALS AND METHODS

The sample of test prepared was asphalt concrete wearing course (AC-WC) type based on Indonesian
specification 2010 with the addition of BNA-R to the asphalt pen 60/70. The characteristics of base asphalt
binder shown in Table 1.

TABLE 1. Properties of base asphalt binder (Pen.60/70)

No Laboratory Test Method Unit Indonesian Bitumen Pen

Specification 60/70
1 Penetration at 25˚C ASTM-D5 0.1 mm 60-70 64.2
2 Softening Point ASTM-D36 ˚C ≥48 51.5
3 Flash Point (Cleveland) ASTM-D92 ˚C ≥232 338
4 Ductility at 25˚C ASTM-D113 cm ≥100 >100
5 Specific Gravity at 25˚C ASTM-D70 kg/m3 ≥1.0 1.037
6 Loss on Heating (TFOT) ASTM-D1754 % ≤0.8 0.1
7 Penetration after TFOT ASTM-D5 0.1 mm ≥54 61.3
8 Kinematic Viscosity at 135˚C ASTM-D2170-67 cSt ≥300 460

The material aggregate consisted of coarse medium and fine aggregate with the largest size of 19 mm and
the composition of aggregate gradation shown in Figure 1. The physical characteristics of each type of aggregate
can be observed in Table 2.

Buton Natural Asphalt-Rubber (BNA-R)

BNA-R was produced from rock asphalt in Buton Island (Indonesia) called Asbuton. Rock asphalt is
composed of bitumen and minerals are used as an additive material. The rock asphalt is extracted to separate
the minerals from the bitumen. Buton Natural Asphalt (BNA) from the extraction of rock asphalt mixed with
rubber became BNA-R. The rubber bitumen mixture is used as an additive material to improve the performance
of virgin asphalt. BNA-R consists of 60% bitumen semi extraction and 40% crumb rubber. BNA-R has several
advantages such as high adhesiveness, high softening point, high stiffness modulus, high fracture resistance,
long life and economical.
The BNA-R was used as an additive or modifier to modify the properties of base bitumen. The content of
BNA-R 5%, 10% and 15% of weight of bitumen was choosen to modify the asphalt Pen 60/70. BNA-R
pulverized until a particle size smaller then mixed with asphalt Pen 60/70 at 140 while stir at a speed of

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approximately 2000 rpm. The addition of BNA-R has reduced penetration and also has increased the softening
point and viscosity.

FIGURE 1. Aggregate gradation used for asphalt concrete mixes

TABLE 2. Coarse, medium and fine aggregate

Specification
No Laboratory test Method Result
Min Max
Coarse Aggregate
1 Bulk specific gravity (Gsb) 2.5 − 2.67
Surface Saturated Dry gravity
2 2.5 − 2.69
(SSD) AASHTO T84/T85
3 Apparent specific gravity (SG) 2.5 − 2.73
4 Absorption − 3 0.89
5 Flakiness Index SNI 03-4137-1996 − 25% 13.15%
6 Los Angeles Abration AASHTO T96 − 40% 38%
Medium Aggregate
1 Bulk specific gravity (Gsb) 2.5 − 2.67
Surface Saturated Dry gravity
2 2.5 − 2.69
(SSD) AASHTO T84/T85
3 Apparent specific gravity (SG) 2.5 − 2.74
4 Absorption − 3 0.92
5 Flakiness Index SNI 03-4137-1996 − 25% 22.25%
Fine Aggregate
1 Bulk specific gravity (Gsb) 2.5 − 2.67
Surface Saturated Dry gravity
2 2.5 − 2.69
(SSD) AASHTO T84/T85
3 Apparent specific gravity (SG) 2.5 − 2.73
4 Absorption − 3 0.89
5 Clay lumps SNI 03-4428-1997 − 8% 3%

Natural Zeolite
There are various ways that have been done to implement the technology WMA. Temperature reduction
process of mixing asphalt aggregate and compacting has been done with the use of additives. The use of
additives can be classified based on the utilization of additives (additional organic or chemical) as well as on the
use of water. Utilization of water for WMA can be classified into two major groups; mainly the direct injection
of water to the bitumen and the utilization of hydro-thermally crystallized minerals such as zeolites [11]. This
study has used natural zeolite of West Java province in Indonesia. Zeolites virgin crushed into very small sizes
or pass through a sieve no. 200. Furthermore, for the activation process takes water to this material can be used
as an additive in warm mix asphalt. Activation method affects the absorption of the zeolite water content.
Chemical activation without heating has a high water content of about 13.77% [12].

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 Bitumen Content
The Marshall method (ASTM D'1559) has been used to determine the optimum bitumen content (OBC) of a
AC-WC mixture that containing virgin asphalt or modified bitumen. OBC is obtained from a mixture of AC-
WC and BNA-R with the added material composition of 0%, 5%, 10% and 15% of the weight of the mixture.
The test results have known that OBC respectively 6.4%, 6.85%, 6.95% and 6.95%. The addition of BNA-R
tend to increase the content of bitumen in the asphalt concrete caused by the inside BNA-R contained a number
of bitumen.

Experimental design and test procedures

Samples for testing wheel tracking (WTM) has been designed from the density of asphalt concrete based on
the OBC from the AC-WC Marshall test for each content BNA-R. The WTM sample had a size of 300 x 300 x
50 mm and was compacted to have a density corresponding to the analysis requirements of the Marshall test on
each the optimum bitumen content with the tolerance of ± 2%. WTM test use wheel load 4.4 kg / cm2 which are
equivalent to the load of a load equivalent to a standard single-axle double wheel load weighing 8.16 tons. The
test object was traversed by 3,780 cycles for three hours at a speed of 21 cycles (42 tracks) per minute at 27°C,
40 °C and 60°C.
The Marshall test is performed at the standard and immersion condition. The Marshall test is performed on
cylindrical specimens, 102 mm in diameter and 64 mm in height, at a temperature of 60°C and a rate of loading
of 51 mm per minute. Two values are measured : the stability, which is the required load to fail the specimen,
and the flow index, which is the vertical distortion at the time of failure . The result of both condition shown in
Fig. 2.

RESULT AND DISCUSSION

Water Sensitivity
From the data shown in Fig. 2a the addition of BNA-R can improve the stability of asphalt mixtures. The
addition of additive BNA-R tends to rise up in the addition of 11% and then decline of Marshall stability. Figure
2a shows that the addition of BNA-R reaches the optimum value. Overall that the addition of BNA-R meets the
requirements of a minimum of 1,000 kg for modified asphalt concrete strength by Indonesia specifications.

(a) (b)
FIGURE 2. Influence of BNA-R on the Marshall Stability

Figures 2b shows the results of the sensitivity of the specimen to water. Asphalt mixture with the addition of
BNA-R seen an increase in the stability of the difference in value between the Marshall standard and Marshall
immersion. As can be observed, the incorporation of additives tested in this study (the addition of BNA-R)
induces a decrease in Remaining Strength Index (RSI) mix asphalt.

Performance of Rutting
Two types asphalt concrete mixes was conducted for this research. The hot mix aspaht (HMA) and warm
mix asphalt (WMA). The mixing and compacting temperature can be reduced by addition 2% of natural zeolite

030004-4
about 20˚C. This temperature have been determined from experimental temperatures of several previous testing
of WMA.
The wheel tracking machine (WTM) test was performed to know the influence of addition of BNA-R to the
rutting performance. Normally, the WTM test was conducted for one hour or 1,260 cycles or 2,520 passages.
Rutting prediction based on wheel tracking testing result, which in determined in the first hour is not reliable
[13]. The first hour or short cycle of WTM test not reached the secondary zone where the permanent
deformation will occur. So the extending of the test cycles is needed [7].
The result of WTM at different test temperature of 27˚C, 40˚C and 60˚C for HMA is shown in Figure 3.
Ruth depth is reduced by the addition of BNA-R at a temperature testing of 270C and 40 0C.

(a) (b)

(c)
FIGURE 3. Rutting development of various BNA-R at 27˚C, 40˚C and 60˚C

This condition is relevant to the decline in asphalt penetration index for the addition of BNA-R. The
asphalt mixture concrete with a low penetration index asphalt will tend to be stiff, so the rut depth will be
reduced. However, this is not formed at the test temperature of 60 ° C, in which the addition of BNA-R does not
show a decrease rut depth. The content of crumb rubber in the BNA-R tends to soften the asphalt mixture so that
the resistance to deformation is also reduced at high temperatures (Fig. 3-c).
Figure 4 shows the change in deformation with the increase number of cycle tracks on the WMA sample of
the composition that containing 2% of zeolite at a temperature of 40˚C WTM testing. WMA also show the same
trend in deformation resistance shown by rut depth, the addition of BNA-R on this warm mixture reduces the rut
depth (Fig. 5). The rutting development based on the result of extended wheel tracking machine test shows that
the rut depth of warm mix asphalt tends to higher than the conventional asphalt mixture (HMA). The test on
HMA was conducted as a comparison. At addition BNA-R up to 10% of WMA tend to be more susceptible to
deformation compared to the HMA. However, at the content of 15% BNA-R deformation WMA smaller than a
conventional asphalt mixture (HMA).

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 FIGURE 4. Rutting development of WMA with 2% Zeolite

(a) (b)

(c) (d)
FIGURE 5. Rutting development at test temperature of 40˚C of WMA and HMA

The rate of deformation (di/Ni) versus the cycle Ni for four different samples types and different test
temperatures is shown in Figure 6 for HMA and Figure 7 for WMA. At the beginning of the loading time, the
value di/Ni is high, and the value decreases rapidly to near zero. One of model to predict the rut depth is VESYS
method is based on the assumption that the permanent strain is proportional to the resilient strain by

εp(N) = μ . εr N-α (1)

where εp(N) is the permanent or plastic strain due to a single load application, i.e., at the Nth application; εr is
the elastic or resilient strain, generally assumed to be independent of the load repetition (N); and μ is the
permanent deformation parameter, which represents the constant of proportionality between the permanent
strain and the elastic strain (i.e., permanent strain at N= 1) and α is a permanent deformation parameter
indicating the rate of decrease in permanent deformation as the number of load applications increases [1,7].
Figure 6 and Figure 7 show that the relationship between di/Ni and Ni is a power function that can be written
as:

di/Ni = a.(Ni)-b (2)

or di = Ni . a . (Ni)-b (3)

030004-6
 The curves illustrated in Figure 6 and 7 show that the value of (Ni. a) and b for each additional additive is
different. The value of the coefficients “a” and “b” are the parameters of the HMA and WMA characteristics
that can be identified through a series of WTM tests. At the same temperature test, the value of b could be
concluded to have almost the same value. The value of b is about 0.703, 0.753 and 0.536 for the 27˚C, 40˚C and
60 ˚C respectively.
Figure 6 and 7 show that the value of (Ni. a) and b for each additional additive is different. The value of
the coefficients “a” and “b” are the parameters of the HMA and WMA characteristics that can be identified
through a series of WTM tests. At the same temperature test, the value of b could be concluded to have almost
the same value. The value of b is about 0.703, 0.753 and 0.536 for the 27˚C, 40˚C and 60 ˚C respectively.

(a) (b)

(c)
FIGURE 6. Rate of Deformation of HMA at different temperature test

FIGURE 7. Rate of Deformation at 40˚C of WMA with 2% of Zeolite

030004-7
 CONCLUSION
The use of additives to improve the performance of bitumen Pen 60/70 greatly affect the resistance of
deformation of asphalt mixture both hot mix asphalt (HMA) and warm mix asphalt (WMA). BNA-R made from
Asbuton semi extraction and crumb rubber, can be used as a modifier of bitumen base of asphalt mixture. In
general, the ability of WMA with bitumen modification (BNA-R 5% and 10%) to withstand repeated load worse
than HMA except at the WMA with bitumen modification BNA-R 15% indicate better. The mixing and
compaction temperature of WMA lower than HMA influence the rate of deformation of the asphalt mixture.
Further research is needed so that the performance criteria of WMA in permanent deformation as well as or
even better than HMA.

ACKNOWLEDGMENT

The financial support of Directorate for Research and Community Services through Hibah PITTA 2016 at
the Universitas Indonesia is greatly appreciated. The experimental work was completed in the Material and
Structure Laboratory of Universitas Indonesia and the Research Centre and Development for Road and Bridge
Laboratory-Ministry of Public Works Republic of Indonesia.

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