Yossyafra, M. Aminsyah Civil Engineering Department, Faculty of Engineering, Universitas Andalas, 25163, INDONESIA

Transcription

1 International Journal of Civil Engineering and Technology (IJCIET) Volume 8, Issue 10, October 2017, pp , Article ID: IJCIET_08_10_108 Available online at ISSN Print: and ISSN Online: IAEME Publication Scopus Indexed PREDICTION OF SERVICE LIFE OF ASPHALT CONCRETE WEARING COURSE USING WHEEL TRACKING TEST DATA FOR TEMPERATURE VARIATION IN MIXING AND COMPACTION PROCESS Yossyafra, M. Aminsyah Civil Engineering Department, Faculty of Engineering, Universitas Andalas, 25163, INDONESIA Yuristian, and F. Kalani BBPJN Region-II, Ministry of Public Works, Padang, Indonesia ABSTRACT This paper presents a model to predict service life of asphalt mixture. This research was triggered by the findings of the investigation by The Director General of Highways, Department of Public Work of Indonesia, on several Asphalt Mixing Plan in four provinces in Indonesia. The investigation team found several cases of uncontrolled temperature during the process of mixing asphalt in AMP, such as non-functioning of the thermometer, inaccurate temperature controlled by the operator. The dynamic stability test and deformation of the asphalt mixture data were used from Wheel Tracking Machine Test data. Then, proceed with the calculation of service life prediction by modifying an existing formula in Component Analysis Method 1971 of the Directorate General of Highways, Indonesia. Asphalt mixture (the job mix formula) samples were taken from a project in the region of West Sumatra province. This research shown that the temperature of the asphalt mixing and compaction process have significant impact to service lifetime. Especially in the mixing process, service lifetime will be reduced by 10% if the temperature of the process is less than 20 o C of standard temperature. For the compaction process, a reduction is around 2% of service lifetime for a 10 o C, and will be reduced by 10% if the temperature of compaction process is less than 50 o C of standard temperature. This research could proceed by considering of mixing process time and other processes. Key word: Asphalt Concrete Wearing Course, Service Lifetime Prediction, Mixing Process, Compaction Process editor@iaeme.com

2 Yossyafra, M. Aminsyah and Yuristian, and F. Kalani Cite this Article: Yossyafra, M. Aminsyah and Yuristian, and F. Kalani, Prediction of Service Life of Asphalt Concrete Wearing Course Using Wheel Tracking Test Data For Temperature Variation In Mixing and Compaction Process, International Journal of Civil Engineering and Technology, 8(10), 2017, pp INTRODUCTION Asphalt as a material for flexible pavement types, is very commonly used in Indonesia. There are several reasons, asphalt is selected from other pavement types (rigid pavement and segmental pavement), such as: the construction time is relatively short, method is relatively easy, and investment cost is relatively cheap. The stages of building a road is an endless cycle, starting from the planning, construction, operational, maintenance, rehabilitation, and back to the planning stages. At each stage, the monitoring (Turner, 2013) [1] and evaluation process is carried out. In the simplest form can be seen in Figure 1. Figure 1 shows pavement construction process. Referring to the cycle in Figure.1, the effort to maintain the performance of the asphalt pavement on existing roads requires proper monitoring and evaluation. Thus, The Director General of Highways (DGoH) Department of Public Work (DoPW) of Indonesia issued a recommendation to check all existing Asphalt Mixing Plan (AMP). The DGoH pointed teams to conduct the investigation. Every team evaluates the national road network of several provinces. One investigated for four provinces in Sumatra; West Sumatra, Riau, Jambi and Riau Islands. The total length of the road is about 3, km, and there are over 90 AMP operates in this region. The team found several cases regarding uncontrolled temperature during the process of mixing asphalt in AMP; non-functioning of the thermometer, inaccurate temperature controlled by the operator. The team also found many cases in the compaction process; uncontrolled temperature by the operator. Previous researches in pavement have been concern to determine the strength of asphalt mixture for strength, deformation, damage, cracks, etc. Some studies conducted to investigate service lifetime of asphalt pavement, using surface deflection data (Gedafa et al. 2010) [2], roughness data (Al-Suleiman and Shiyab, 2003) [3], or pavement condition rating data (Yu, 2004; Balla, 2010; Yang, 2011) [4, 5 and 6]. Pavement temperature has been extensively studied by many researchers over the years (Gedafa et.al, 2014) [7]. But it was limited studies that directly show a relation of deformation and dynamic stability due to temperature differences in the process of mixing and compaction with service lifetime of the asphalt mixture. This article describes the dynamic stability of Asphalt Concrete Wearing Course (AC-WC) penetration 60-70, as well as to calculate reduction of service lifetime of the flexible pavement type, due to deviation of the working temperature during the mixing and compaction process from the standard temperature. Referring to the cycle in Figure.1, the effort to maintain the performance of the asphalt pavement on existing roads requires proper monitoring and evaluation. Thus, The Director General of Highways (DGoH) Department of Public Work (DoPW) of Indonesia issued a recommendation to check all existing Asphalt Mixing Plan (AMP). The DGoH pointed teams to conduct the investigation. Every team evaluates the national road network of several provinces. One investigated for four provinces in Sumatra; West Sumatra, Riau, Jambi and Riau Islands. The total length of the road is about 3, km, and there are over 90 AMP operates in this region. The team found several cases regarding uncontrolled temperature during the process of mixing asphalt in AMP; non-functioning of the thermometer, inaccurate temperature controlled by the operator. The team also found many cases in the compaction process; uncontrolled temperature by the operator editor@iaeme.com

3 Prediction of Service Life of Asphalt Concrete Wearing Course Using Wheel Tracking Test Data For Temperature Variation In Mixing and Compaction Process Planning M & E Monitoring and Evaluation (M & E) Construction M & E Inputs Operational M & E M & E Expectancy Maintenance & Rehabilitation M & E Strategy Figure 1 Pavement construction process. 2. LITERATURE REVIEW Several researches in pavement have been concern to determine the strength of asphalt mixture for strength, deformation, damage, cracks, etc. Some studies conducted to investigate service lifetime of asphalt pavement, using surface deflection data (Gedafa et al. 2010) [2], roughness data (Al-Suleiman and Shiyab, 2003) [3], or pavement condition rating data (Yu, 2004; Balla, 2010; Yang, 2011) [4, 5 and 6]. Pavement temperature has been extensively studied by many researchers over the years (Gedafa et.al, 2014) [7]. But it was limited studies that directly show a relation of deformation and dynamic stability due to temperature differences in the process of mixing and compaction with service lifetime of the asphalt mixture. This article describes the dynamic stability of Asphalt Concrete Wearing Course (AC-WC) penetration 60-70, as well as to calculate reduction of service lifetime of the flexible pavement type, due to deviation of the working temperature during the mixing and compaction process from the standard temperature Asphalt Mixture Asphalt characteristics are influenced by: consistency (penetration, viscosity, softening point, ductility, etc.); viscosity (grade paraffin wax); and aging. Asphalt characteristics vary depending on the resource, the chemical composition of asphalt will be different to the type of asphalt from different source locations, and this causes resistance to oxidation / aging differently (Brown, 1990) [8]. Asphalt mixture is a combination of a mixture of aggregate and asphalt. In mixture, asphalt material serves as a binder or glue between the particles aggregate, and aggregate serves as reinforcement. Asphalt mixture performance is strongly influenced by the properties of aggregates and asphalt as well as the properties of the solid mixture which has been formed from the materials. There are several stages of work processing of the asphaltic pavement: Marshall specimen mixing process for Job Mixing Formula (JMF), mixing in AMP, pouring the asphalt mixture into a truck, transporting of the asphalt mixture to the construction site, dumping into the finisher, sequentially compacted with steel wheels, rubber wheels, steel wheels. All the work have time and temperature standard (Brown, 1990; Departemen Pekerjaan Umum, 2010) [8][9]. According Departemen Pekerjaan Umum (2007) [10], the maximum heating temperature of the asphalt is 170ºC for polymer bitumen or asphalt modification, and 160ºC for hard asphalt with editor@iaeme.com

4 Yossyafra, M. Aminsyah and Yuristian, and F. Kalani a penetration of Table 1 shows standard of the manual that to be use in asphalt mixture processing stages. No Table 1 Viscosity and Temperature of Asphalt Mixture in Processing Phase Processing Stage Viscosity of asphalt (Pa.S) Temperature of Asphalt Mixture ( o C) Type II B Type I & C 1 Marshall specimen mixing process 0,2 155±1 165±1 Compacting of Marshall specimen 0,4 145±1 155±1 2 Mixing in AMP 0,2-0, Pouring the asphalt mixture into a truck ±0, Transporting of the asphalt mixture to the site 0,5-1, Dumping into the finisher 0,5-1, First Compaction (steel wheels) Second Compaction (rubber wheels) Final Compaction (steel wheels) < 20 >95 >95 Source: Departemen Pekerjaan Umum (2007) [10] 2.2. Deformation and Dynamic Stability Deformation is a change in the shape, dimensions and position of a material in the scale of space and time. There are two types of deformation in road pavement layers, the transverse direction and the longitudinal direction of the vehicle wheel. This is usually caused by deformation of pavement layers which withstand compressive strain caused by traffic loads. The main factor affecting the deformation is the composition and viscosity of the asphalt mixture (Departemen Pekerjaan Umum, 2005) [11]. According to Widodo et. al. (2013) [12], the density gives greater influence to the dynamic stability AC-WC than temperature. Dynamic stability is the ability of a mixture resist deformation or deformation due to dynamic loading in high temperatures. And the parameter of the dynamic stability test is the depth of the rutting, which is expressed in the passing/mm. According to Lavin (2009) [13], limits the rutting on the highway can be described in three levels: 1. Low severity, depth < 12 mm; 2. Medium Severity i.e. groove depth of mm, and; 3. High severity i.e. groove depth> 25 m. To handle the low severity is usually left up to the limits of medium severity and treatment can be done with medium severity overlay or patching whereas a high severity level of the groove (rutting) that require heavy repairs or reconstruction. Critical condition of the pavement usually occurs at temperatures above 50ºC or below 5ºC. At high temperatures, asphalt pavement will be susceptible to plastic deformation caused by traffic loads. Especially in places that accelerating, braking and or bending movement occurred. Relationship Marshall Stability and Dynamic Stability is both alike to determine the ability of the mixture to resist rutting. Modelling of flow rutting in in-service asphalt pavements using the mechanistic empirical pavement design guide had been investigated (Oscarsson, 2011) [14]. Dynamic Stability is tested by the Wheel Tracking Machine (WTM), while Marshall Stability was tested by the Marshall Stability. Terms of hot asphalt mixture Dynamic Stability Testing and Marshall Stability can be seen in Table 2. The results of the test specimen are Dynamic Stability and Deformation is calculated as follows: editor@iaeme.com

5 Prediction of Service Life of Asphalt Concrete Wearing Course Using Wheel Tracking Test Data For Temperature Variation In Mixing and Compaction Process 1. Dynamic Stability. = 42 ( 1 2) (2 1) 1 2 (1) Where: DS = Dynamic Stability (passing/mm), d1 = Deformation at t1 (45 minutes), d2 = Deformation at t2 (60 minutes), C1 = Correction factor = 1.0 for speed test machine, C2 = Correction factor = 1.0 for a 300m width of specimen. 2. Deformation. = (2 1) ( 1 2) Where: d1 = deformation at t1 (45 minutes) d2 = deformation at t2 (60 minutes) (2) Table 2 Dynamic Stability and Marshall of Asphalt mixtures No Characteristics (minimum) Type of mixture Laston (AC) Laston modified. 1 Dynamic Stability (passing/mm) N/A Marshall Stability (mm) (Departemen Pekerjaan Umum, 2010) [9] 2.3 Services Life Design service life of a pavement is the amount of planning time in years that can be achieved, calculated since the road was operated up to the time of needed heavy repairs or giving a new surface layer (Departemen Pemukiman dan Prasarana Wilayah, 2002) [15]. Performance of road will decrease naturally, either by the influence of the weather, time (age) and fatigue due to traffic loads. Departemen Pekerjaan Umum Indonesia (1987) [16] has been an issue of methods for pavement thickness design of flexible pavement types, known as Component Analysis Method (CAM). CAM is an empirical method for planning the construction of pavement thickness. This method is a modified method of AASHTO 1972, according to the road conditions in Indonesia. In this method there is a stage to calculate determine the service life of the pavement is planned, which is known as End of Cross-equivalent (ECe). ECe is the number of passes the average daily equivalent of a single axis load 8.16 tons (18,000 lb.) on a track plan that allegedly occurred till the end of the service life, which is expressed in the following formula (Department Pekerjaan Umum Indonesia, 1987) [16]: LEA=LHR(1+) C E (3) Where: LEA = End of Cross Equivalent (passing), LHR = Average Daily Traffic (vehicles/day), UR = Age plan (year), editor@iaeme.com

6 Yossyafra, M. Aminsyah and Yuristian, and F. Kalani i j C E = traffic growth (%/ year), = vehicle type, = coefficient for vehicle distribution = equivalent of Vehicle Load Axis 3. LABORATORY WORK PROCEDURES There were two sets of phase are conducted, the first set testing is for variation temperature of Asphalt Mixture specimens in mixing processing, and second set for the compaction processing. Each set of phase consist of: 1. Setting the Job Mix Formula (JMF); JMF of this research is used from The Reconstruction / Improvement of Road Structure project on Kubu Kerambil, Tanah Datar District of West Sumatra, task force for BBPJN-II, were constructed by PT. Citra Karya Prima Mandiri company. 2. Selecting the materials; The material consists of Coarse Aggregate, Medium Aggregate, Fine Aggregate, Asphalt, Cement and Additives. The aggregate were supplied by PT. Citra Karya Prima Mandiri, cement were produced by PT Semen Padang and additives Wetfik brand. 3. Aggregate Preparation; Prior to specimen, aggregate material is taken with the condition of the place, the proportion existing of the JMF, making three samples for each mixing temperature variations. 4. WTM Tests; Firstly, place the speciment at room temperature 60 C for 8 hours. Next, speciment testing, with variation of mixing temperature. The test results in the form of deformation / routing and dynamic stability. 5. Analysis; The result of the test is analyzed, calculate deformation and dynamic stability. Modifying the equation of CAM, calculated service life can be achieved by the asphalt mixture. 4. RESULTS 4.1. DYNAMIC STABILITY The test results of Speed Deformation and Dynamic Stability for specimens with asphalt mixing temperature variations ( o C) using WTM is presented in Table 3. Figure 2 shows the Dynamic Stability of all specimens tested in the Mixing process. It shows the effect that occurs due to temperature variation of AC-WC against Speed Deformation and Dynamic Stability. Dynamic stability values expressed in the number of passes that can be retained by the asphalt mixture per mm rutting. Dynamic stability obtained for the highest temperature in the mixing process, at a temperature of about o C, this is in accordance with the standards temperature required by the DoPW (Table 1). And value of deformation will increases significantly if the temperature of asphalt mixture, above or below the standard temperature required ( o C), trade off with the reduction in the value of dynamic stability of the asphalt mixture editor@iaeme.com

7 Prediction of Service Life of Asphalt Concrete Wearing Course Using Wheel Tracking Test Data For Temperature Variation In Mixing and Compaction Process TEMP ( O C) Table 3 WTM test Data for variation of temperature in Mixing Process SPEED OF DEFORMATION (MM/MINUTE) AVERAG E (MM/MIN ) DYNAMIC STABILITY (PASSING/MM) AVERAG E (PASSING / MM) DEFORMATION (MM) AVERA GE (MM) Then proceed WTM Test for specimens with various compaction temperature range of o C. Table 4 shows the test results of the WTM, the highest dynamic stability of a specimen obtained by compacting temperature is 135 o C, this is in accordance with the standards required by the DoPW as shown in Table 1. Temp. ( o C) Table 4 WTM test Data for variation of temperature in Compaction Process Speed of Deformation (mm/minute) Average (mm/min ) Dynamic Stability (passing/mm) Average (passing/ mm) Deformation (mm) Average (mm) Figure 2 shows the Dynamic Stability of specimens were tested for compaction process and mixing process. Then calculated the average dynamic stabillity value of three speciments (columns 6, 7 and 8 of table 3 and 4) at each test temperature condition. The average value for the mixing process and compacting process is then plotted on the graph, as shown in Figure 3. Figure 3 shows the dynamic stability occurring in the AC-WC mixture due to the different working temperatures in the mixing process and compaction process. Figure 2 Dynamic Stability of all specimens tested with a temperature variation of compaction process editor@iaeme.com

8 Yossyafra, M. Aminsyah and Yuristian, and F. Kalani Figure 3 Average Dynamic Stability with a temperature variation of mixing and compaction process Prediction of Service Life It is assumed traffic growth rate of 6.5% in West Sumatra Province, coefficient for vehicle distribution (C) is assuming as one, for a single lane one-way or two-way, an Equivalent of Vehicle Load Axis (E) is also assuming as one. Equation (1) above can be simplified as: LEA=!" (1+)!#$!" =(1+) % =(1+)log!#$!" )*+ log ), % = log(1+) Thus, the equation to calculate the service life prediction can be expressed in the form of the following equation: )*+ log ), % = (4) log(1+) Using equation (4), each specimen was calculated service life of both processes. Furthermore, each value is compared to the service life of the specimen that has a service life of the highest value for each process (mixing and compaction process). It is assumed that the dynamic stability of specimens that have the highest reaches 100% service life (standard temperature required: 155 o C for Mixing process and 135 o C for Compaction process). Then it calculated the percentage reduction in service life for the other specimens. Its value is calculated with a service life of 100% minus the percentage of the service life is achieved by the specimen. The results are shown in Table 5 and Figure 4, where a reduction in service life of asphalt mixture when mixing is made are not at the standards temperature required editor@iaeme.com

9 Prediction of Service Life of Asphalt Concrete Wearing Course Using Wheel Tracking Test Data For Temperature Variation In Mixing and Compaction Process Table 5 Percentage of reduction of service life of AC-WC specimen with various in temperature in Mixing and Compaction Process Figure 4 Average percentage of reduction of service life with various in temperature for Mixing process and Compaction process. 5. CONCLUSION The average reduction in service life occurs when the temperature is less than the standard temperature (required: 155 o C for Mixing process and 135 o C for Compaction process). The calculation result shows that each reduced temperatures of 10 o C or 10 o C temperature is higher, then the reduction in service life becomes greater in the mixing process compared with compaction process. For every reduction in mixing process 10 o C temperature, there will be a reduction in service life of more than 4%. In contrast, the reduction in service life of compaction process only reduced by 2%. These results prove that the mixing process to be very sensitive to temperature compared with the compaction process. For example: if the temperature is lower than 20 o C mixing process of the standard temperature required, the service life will be reduced by 10% of the planned service life. If the service life of 10-year plan, the service life prediction only be 9 years. For the compaction process with temperature 20 o C lower than the temperature requirements, the service life is reduced by about 4%. This study has shown that the temperature of the asphalt mixing process have to be monitored, especially in the mixing process. In the mixing process, any reduction in 10 o C temperatures will decrease the dynamic stability of 400 (passing / mm) and service life will be editor@iaeme.com

10 Yossyafra, M. Aminsyah and Yuristian, and F. Kalani reduced by 4% of the service life of the plan. Service life will be reduced by 10% if the temperature of the mixing process is less than 20 o C of standard temperature. In the compaction process, a reduction in service life of around 2% for each reduction in temperature of 10 o C, and will be reduced by 10% if the temperature of compaction process is less than 50 o C of standard temperature. This research could proceed by considering the length of time the mixing process and other processes. ACKNOWLEDGEMENTS The authors acknowledge to Civil Engineering Department and also Faculty of Engineering, Universitas Andalas, Indonesia that already support the funding for commencement the research (contract no.036/pl/spk/pnp/ft-unand/2014). REFERENCES [1] Turner-Fairbank Highway Research Center, Reformulated Pavement Remaining Service Life Framework, Publication No. FHWA-HRT , US Department of Transportation, Federal Highway Administration, [2] Gedafa, D.S., M. Hossain, R. Miller and T. Van, Estimation of Remaining Service Life of Flexible Pavements from Surface Deflections, Journal of Transportation Engineering, ASCE, Volume no.136, Issue no.4, 2010, pp [3] Al-Suleiman, T., and A.M.S Shiyab, Prediction of Pavement Remaining Service Life Using Roughness Data-Case Study in Dubai, The International Journal of Pavement Engineering, Taylor & Francis, Volume no. 4, Issue no. 2, 2003, pp [4] Yu, J., Pavement Service Life Estimation and Condition Prediction, PhD Dissertations, the University of Toledo, [5] Balla, C.K., Prediction of Remaining Service Life of Pavements, PhD Dissertations, the University of Toledo, [6] Yang, J., The Forecasting Pavement Remaining Service Life with Limited Causal Data, International Journal of Pavement Research and Technology, Chinese Society of Pavement Engineering, ISSN , Volume no. 4, Issue no.5, pp , [7] Gedafa, D.S., M. Hossain, and S.A. Romanoschi, Perpetual Pavement Temperature Prediction Model, Road Materials and Pavement Design, Taylor & Francis, Volume no.15, Issue no.1, pp.55 65, [8] Brown, S., the Shell Bitumen Handbook, Shell Bitumen, Surrey, UK, [9] Departemen Pekerjaan Umum, Spesifikasi Umum Pekerjaan Jalan Dan Jembatan, Revisi 2, In Bahasa Indonesia, Direktorat Bina Teknik Direktorat Jenderal Bina Marga, Jakarta, Indonesia, 2010 [10] Departemen Pekerjaan Umum, Pemeriksaan Peralatan Unit Pencampur Aspal Panas (Asphalt Mixing Plant) - Buku 2 Pemeriksaan Kelaikan Operasi, Manual Konstruksi dan Bangunan, In Bahasa Indonesia, No /BM/2007, Direktorat Jenderal Bina Marga, Jakarta, Indonesia, [11] Departemen Pekerjaan Umum, Penjelasan Pembuatan Job Mix Formula, Modul A3, In Bahasa Indonesia, Puslitbang Jalan dan Jembatan, Bandung, [12] Widodo, S., B.S. Subagio, B.H. Setiadji, Resistance of Fine Graded Asphalt Concrete Wearing Course to Rutting at Varying Temperatures and Densities, Journal of Civil and Environmental Research, IISTE, Volume no.3, Issue no.13, pp 84-89, [13] Lavin, P.G., Asphalt Pavement, A Practical Guide to Design, Production, and Maintenance for Engineers and Architects, Tailor and Francis, New York, editor@iaeme.com

11 Prediction of Service Life of Asphalt Concrete Wearing Course Using Wheel Tracking Test Data For Temperature Variation In Mixing and Compaction Process [14] Oscarsson, E., Modelling Flow Rutting in In-Service Asphalt Pavements using the Mechanistic Empirical Pavement Design Guide, Road Materials and Pavement Design. Volume no.12, Issue no.1, pp 37-56, [15] Andi Maal, Muh. Saleh Pallu, Nur Ali and Isran Ramli. Experimental Study the Performance of Asphalt Concrete Which using Plastics Powder Filler in Submersed Water Conditions. International Journal of Civil Engineering and Technology, 8(7), 2017, pp [16] Departemen Pemukiman dan Prasarana Wilayah, Pedoman Perencanaan Tebal Perkerasan Lentur, In Bahasa Indonesia, Jakarta, [17] Departemen Pekerjaan Umum, Petunjuk Perencanaan Tebal Perkerasan Lentur Jalan Raya dengan Metode Analisa Komponen, In Bahasa Indonesia, Yayasan Badan Penerbit PU, Jakarta,