INVESTIGATION OF RUTTING RESISTANCE AGAINST

MODIFIED ASPHALT CONTAINING CRUMB RUBBER

T
PTA
MOHAMAD HAZIMUDDIN BIN MOHAMAD TOHARODDIN

MINAH
NKU TUN A
AN TU
STAKA
PERPU

UNIVERSITI TUN HUSSEIN ONN MALAYSIA

 UNIVERSITI TUN HUSSEIN ONN MALAYSIA

STATUS CONFIRMATION FOR UNDERGRADUATE PROJECT REPORT

INVESTIGATION OF RUTTING RESISTANCE AGAINST MODIFIED

ASPHALT CONTAINING CRUMB RUBBER

ACADEMIC SESSION: 2021/2022

I, MOHAMAD HAZIMUDDIN BIN MOHAMAD TOHARODDIN, agree to allow this

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.
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4. The library is allowed to make available full text access of the digital copy via the internet by
Universiti Tun Hussein Onn Malaysia in downloadable format provided that the
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the digital copy will only be made available as set out above once the embargo has expired.
5. ** Please Mark (√)

A
CONFIDENTIAL (Contains information of high security or of great

T
importance to Malaysia as STIPULATED under the

T
P
OFFICIAL SECRET ACT 1972) Title and Abstract
only

RESTRICTED
MINAH
(Contains restricted information as determined by the

TUN A
organization/institution where research was conducted)-

TUNKU Title, Abstract and Introduction only

AKAAN EMBARGO until

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P √ FREE ACCESS

Approved by,

(MOHAMAD HAZIMUDDIN BIN (PROF. MADYA. TS. DR. MOHAMAD YUSRI BIN
MOHAMAD TOHARODDIN) AMAN)

NO. 333, JALAN MEGA 14, FACULTY OF CIVIL AND BUILT

TAMAN MEGA RIA 2, ENVIRONMENTAL ENGINEERING,
84900 TANGKAK, UNIVERSITI TUN HUSSIEN ONN,
JOHOR. MALAYSIA

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 INVESTIGATION OF PERMANENT DEFORMATION OF ASPHALT
MIXTURE CONTAINING CRUMB RUBBER AS FILLER

MOHAMAD HAZIMUDDIN BIN MOHAMAD TOHARODDIN

T
PTAPUST A K
A project report submitted in partial
fulfillment of the requirement for the award of theU

A A N T U
Bachelor of Civil Engineering withK
N U
Honours
T N AMINAH

PER

Faculty of Civil Engineering and Built Environment

Universiti Tun Hussein Onn Malaysia

JUNE 2022
 ii

I hereby declare that the work in this project report is my own except for quotations
and summaries of each of them I have explained the source.

Student : ...............................................................................
MOHAMAD HAZIMUDDIN BIN MOHAMAD
TOHARODDIN

Date : 16 JUNE 2022

T
PTAPUSTAKAAN TUNKU TUN A
MINAH

PER
 iii

For my beloved father and mother,

Mr. Mohamad Toharoddin bin Mohamed Som and Mrs. Siti Fatimah Binti Abd.
Rahman and my family
Thank you for the trust and support given throughout the process to complete this
project successfully.
May you always be under the protection of Allah S.W.T.

For my final year project supervisor,

Prof. Madya. Ts. Dr. Mohamad Yusri Bin Aman
Thank you for the knowledge and guidance throughout this project.

TTA
And for my fellow friends,

P
Thank you for the support and help given every time in used.

MINAH
NKU TUN A
AN TU The success is ours
DEDICATION
STAKA
P E R P U
 iv

ACKNOWLEDGEMENT

Firstly, I would like to thank Allah SWT for blessing me with greatest health and
ability to achieve success in endeavour of my life. Special thanks to my supervisor,
Prof. Madya. Ts. Dr. Mohamad Yusri Bin Aman for his guidance, encouragement
and support throughout the entire duration to finish this study. My special dedication
goes to my father, Mohamad Toharoddin Bin Mohamed Som and my mom Siti
Fatimah Binti Abd. Rahman for their prayers and support. Special thank also for my
siblings for their moral support throughout this journey. My gratitude is also
extended to my beloved friends, housemates, UTHM's staff and my faculty for all

TA
their support and kindness. May Allah bless and grant all your kindness.

T
PPERPUSTAKAAN TUNKU
"With Wisdom We Explorer"

TUN A
MINAH
 v

ABSTRACT

Nowadays, the increasing of axle loading, traffic density as well as low maintenance
service have affected the road structure to become more rapidly deteriorated.
Permanent deformation produces rut formation in the flexible pavement as a result of
recurrent movement applied traffic loading from the upper layer of pavement. The
asphalt mixture incorporating Crumb Rubber is one of the solutions to overcome the
deformation that occurs on the asphalt pavement. This study was performed to
identify the optimal bitumen content (OBC) for rubberised asphalt mixture and to
investigate the influence of the dynamic creep behaviour of hot-mix asphalt

TA
incorporating crumb rubber. The experimental study was conducted according to the

T
P
specification and standard of the Marshall mix design procedure incorporating crumb
rubber with 2%, 4%, 6% and 8% by weight of the filler. Dynamic creep test
M INAH
T U N
conducted to determine the permanent deformation and creep stiffness A
of specimen.
T U 4% K
of N
U
A K A A N
Based on the review result shows that addition crumb rubber had the greatest
rutting resistanceS
P U T
compared to other with different percentage of crumb rubber.
PERapplication of crumb rubber will greatly benefit asphalt mixture properties
Therefore,
and durability and have a potential to be cost efficient and environmentally
beneficial.
 vi

ABSTRAK

Pada masa kini, peningkatan beban gandar, kepadatan lalu lintas serta perkhidmatan
penyelenggaraan yang rendah telah menjejaskan struktur jalan menjadi lebih cepat
rosak. Beberapa faktor yang menghasilkan pembentukan rut dalam turapan fleksibel
akibat pergerakan berulang yang dikenakan beban trafik dari lapisan atas turapan.
Campuran asfalt yang menggabungkan serbuk getah merupakan salah satu
penyelesaian untuk mengatasi ubah bentuk yang berlaku pada turapan asfalt. Kajian
eksperimen dijalankan mengikut spesifikasi dan standard prosedur reka bentuk
campuran Marshall yang menggabungkan getah serbuk dengan 2%, 4%, 6% dan 8%

TA
mengikut berat filler. Ujian rayapan dinamik dijalankan untuk menentukan ubah

T
P
bentuk kekal dan kekukuhan rayapan spesimen. Berdasarkan keputusan semakan
menunjukkan bahawa penambahan 4% getah serbuk mempunyai rintangan alur yang
M INAH
T U
paling besar berbanding yang lain dengan peratusan getah serbuk yangN AOleh
berbeza.
T U N KU sifat dan ketahanan
A K A A N
itu, penggunaan getah serpihan akan banyak memanfaatkan

P U S T
campuran asfalt serta berpotensi untuk menjimatkan kos dan berfaedah kepada alam
PER
sekitar.
 vii

CONTENTS

TITLE i

DECLARATION ii

DEDICATION iii

ACKNOWLEDGEMENT iv

ABSTRACT v

A
ABSTRAK vi

T
PT
ERPU S T
CONTENTS

LIST OF TABLES

A A
LIST OF FIGURES
A K N T U N K U
P LIST OF SYMBOLS AND ABBREVIATIONS
M
vii

TUN A xi
I
xii
N

xiii
AH

CHAPTER 1 INTRODUCTION 1

1.1 Preface 1

1.2 Problem Statement 2

1.3 Objective of Study 3

1.4 Scope of Study 3

1.5 Significant of Study 4

CHAPTER 2 LITERATURE REVIEW 5

2.1 Introduction 5
 viii

2.2 Hot Mix Asphalt 5

2.3 Modified Asphalt 6

2.4 Crumb Rubber 7

2.4.1 Overview of Crumb Rubber 7

2.4.2 Benefits of Crumb Rubber 8

2.4.3 Dry Process 8

2.5 Rutting 9

2.5.1 Type of Rutting 9

2.5.2 Cause of Rutting 10

A
2.6 Dynamic Creep Test 11

T
PT
2.7 Summary 12

M N
14I AH
TUN A
CHAPTER 3 METHODOLOGY

TUNKU
3.1
A K A A N
Introduction 14

ERPU ST
P 3.2 Material Selection 16

3.2.1 Crumb Rubber (CR) 16

3.3 Aggregates 17

3.3.1 Aggregates Properties 17

3.3.2 Aggregate Gradation 17

3.3.3 Flakiness and Elongation Index Test 18

3.3.4 Aggregate Impact Value Test 18

3.4 Binder Properties 19

3.4.1 Softening Point Test 19

 ix

3.4.2 Penetration Test 19

3.5 Sample Preparation 20

3.5.1 Marshall Mix Design 20

3.5.2 Preparation of mixtures 20

3.5.3 Mixing and Compaction Process 21

3.5.4 Modification of Bitumen 21

3.6 Determination of Optimum Bitumen Content (OBC) 22

3.7 Laboratory Evaluation 25

3.7.1 Dynamic Creep Test 25

A
3.8 Summary 26

T
PT
CHAPTER 4 RESULT AND DISCUSSION 28

M N
28I AH
TUN A
4.1 Introduction

TUNKU
4.2
A KAA N
Physical Properties of Aggregate 28

RPU T Sieve Analysis

S4.2.1
PE 28

4.2.2 Flakiness and Elongation Index Test 29

4.2.3 Aggregate Impact Value 30

4.3 Physical Properties of Bitumen 30

4.3.1 Softening and Penetration Test 30

4.4 Determination of Optimum Bitumen Content (OBC) 31

4.5 Dynamic Creep Test 32

4.5.1 Analysis of Dynamic Creep Modulus 33

4.5.2 Creep Strain Slope Analysis 34

 x

4.5.3 Permanent Deformation Analysis 35

4.6 Summary 36

CHAPTER 5 CONCLUSION 37

5.1 Introduction 37

5.2 Conclusion 37

5.3 Recommendations 38

REFERENCES 39

APPENDICES 44

T
PTAPUSTAKAAN TUNKU TUN A
MINAH

PER
 xi

LIST OF TABLES

3.1 Aggregate Property Test 17

3.2 Gradation Limit of Combined Aggregates (ASTM, 2001) 18

3.3 Physical Properties Test of Bitumen 19

3.4 Optimum bitumen content properties according to PWD

specification 20

3.5 Summary of additional mixture 22

3.6 Parameters of Dynamic Creep 26

TTA
4.1 Flakiness and Elongation Result 29

P
4.2 Aggregate Impact Value Result 30

M INAH
TUN A
4.3 Penetration and Softening Result 31

TUNKU
4.4
A KAA N
PWD Requirement of bitumen properties 31

4.5
RP U
Result ofST Mix Design
Marshall 31
P E
4.6 Asphalt Bitumen Content (%) from Marshall Parameter Graphs 32

4.7 Marshall stability result 32

 xii

LIST OF FIGURES

2.1 Types of crumb rubber with different size (Rosli & Sarif, 2021) 7

2.2 Dry Process Procedure (Rosli & Sarif, 2021) 9

2.3 Characteristics of rutting in asphalt pavements. (a) Structural

rutting in bottom base and subgrade; (b) Surface rutting; (c) Photo
of rutting in asphalt pavement (Wang et al., 2021). 10

2.4 a) Example of rutting on road pavement, b) The behaviour of

overload tyre rolling pavement (Razali, 2020) 11

3.1 Flow chart of research study 15

TTA
3.2 Crumb rubber (Sharma et al., 2016) 16

P
4.1 AC 14 Aggregate Gradation 29
M INAH
4.2 Dynamic Creep Modulus with Crumb Rubber (%)
N KU TUN A 33
4.3
AN TU
Creep Strain Slope Value with Crumb Rubber (%) 34

S A K A
T with Crumb Rubber (%)
4.4
P ERP U
Permanent Deformation 35
 xiii

LIST OF SYMBOLS AND ABBREVIATIONS

AASTHO - American Association of State Highway Officials

ASTM - American Society for Testing Material

CR - Crumb Rubber

CRM - Crumb Rubber Modifier

EN - English Standard

ESAL - Equivalent Single Axial Load

A
HMA - Hot Modified Asphalt

T
PT
Gmb - Bulk Specific Gravity

Gmm - Maximum Theoretical Specific Gravity

MINAH
NMAS -
KU
Nominal Maximum Aggregate Size
N TUN A
A N T U
OBC -
AK A
Optimum Bitumen
S
Content
TWork Department
P
PWDERP
-
UPublic

RLAT - Repeated Load Axial Test

UTHM - Universiti Tun Hussein Onn Malaysia

UTM - Universal Testing Machine

VMA - Void in Mineral

VFA - Void Fill with Asphalt

VFB - Void Fill with Bitumen

 CHAPTER 1

INTRODUCTION

1.1 Preface

Development of roadways has brought many advantages to road user in term of

society, economy and culture as it made people save time to go somewhere from one
destination to another destination. Roadways play a crucial and important role in our

TTA
everyday lives and considered as one of the most significant elements of

P
infrastructure. Unluckily, the new road construction and maintenance works require a

M INA
huge amount of budget that reflected to national budget allocation. The main materialH
aU
for road construction is asphalt binder, the characteristics isT N A
T U N K Uconsistency. This price
black or brown

A K A A N
petroleum-like substance with a viscous liquid to glassy solid

R P U
of asphalt binder S Texpensive due to this material is non-renewable source and
was
E
Pdemand due for road construction.
high
Nowadays, increasing axle loading, traffic density as well as low
maintenance service have caused the road structure to become more rapidly
deteriorated (Georgouli Cet al., 2021). The increase of temperature due to climate
change also influence the deformation of road structure. These factors caused the
rutting defect to more likely occur on the pavement due to the amount of traffic that
loads pass through and exposure to external conditions. This failure can be
considered as the primary source of worry to transportation authorities.
To increase durability and minimize the damage to asphalt pavement, the
conventional asphalt must be modified to sustain the resistance rutting defect type.
The addition of crumb rubber into asphalt mixture using scrap tyre as recycled
material is one of the feasible solutions to solve this problem in terms of durability
 2

and environmental. This is because physical properties of rubber are elastic recovery
properties that can sustain the rutting resistance (Poovaneshvaran et al., 2020).
The application of alternative materials such as crumb rubber will be benefit
greatly to transportation authorities and road user because it not only increases the
asphalt binder properties and durability, but it also has a potential to be cost efficient
and environmentally beneficial. In addition, the usage of crumb in asphalt mixture
also could decreased the tyre noise by approximately 50% (Wang et al., 2018).
Furthermore, waste tyre disposal has recently become a major concern that
contributes to environmental pollution (Rahman et al., 2020). Tyres for vehicles and
trucks are made up of a lot of rubber. This waste tyre can be considered as non-
disposal material that can harm the environment.

1.2 Problem Statement

A
The qualities of the asphalt binder and the mixture contribute that may related to

T
PT
failure of the road. The biggest distress that results in permanent pavement surface

MIN H
failure are moisture damage, rutting and fatigue cracking (Khan et al., 2016). The
A
TUN A
rutting has been focused on in this study because it becomes serious in Malaysia

U N KU
influence by increase of traffic that may harm the safety of the road user.
T
A K A A Nconstruction in Malaysia is surfaced with
ST
The majority of significant road
denseE
P R P
graded U
asphalt (Yang, 2014). Malaysia also faces the rising demand for road
money and budget constraints, transportation agencies must select the most cost-
effective total ownership cost and pavement preservation solutions (Ahmad Jasmi et
al., 2018). According to (Costa et al., 2019), modified asphalt is the best alternative
to replace the conventional asphalt to extend the life of road pavements. (Costa et al.,
2019) also stated that, it also promoting sustainable growth encourages the use of
appropriate environmental protection strategies. It have been proved by (Wang et al.,
2020) study conducted, stated that the usage crumb rubber modified asphalt and
styrene-butadiene-styrene (SBS) modified asphalt have prevent million tons of CO2
emission annually. It can be concluded that, this modification not only extend the life
of road pavement but also can a significant contribution to environmental protection
(Wang et al., 2020).
Next, one of the methods to modified asphalt binder is using crumb rubber as
additional component in the mixture. According to (Shafabakhsh et al., 2014) study,
 3

at various loads and temperatures, blended waste rubber has had the greatest
influence on minimising rut depth in asphalt mixtures. It shows in the wheel track
test conducted with the asphalt mixture contain 10% of waste rubber has increase the
performance of mixture at higher temperature and resist rutting failure.
According to (Khan et al., 2016) study, the addition of crumb rubber in
asphalt mixture can help to improve the elastic behaviour hence increase the
operation time by reducing cracking and rutting. Furthermore, the utilisation recycled
wastes can help to reduce the use of non-renewable sources, build more
environmentally friendly pavements as well as reducing the environmental impact of
waste disposal at landfills. Therefore, it expected the present of crumb rubber in
asphalt pavement can increase the rutting resistance in road construction.

1.3 Objective of Study

A
This study conducted to fulfil the following objectives:

T
PT
i. To evaluate the effectiveness crumb rubber percentage on asphalt mixture
using dynamic creep test.
MINAH
TUN A
ii. To investigate the permanent deformation on asphalt mixture containing

UNKU
different percentage of crumb rubber.
T
AKAAN
ER P U ST
P
1.4 Scope of Study

All experimental tests were conducted in Highway Laboratory located at Faculty of

Civil and Built Environment Engineering UTHM. The scope of study was focused on
the effect on rutting resistance of hot mix asphalt incorporating crumb rubber.
Aggregate, binder, and crumb rubber are the materials used in this research.
Throughout this research Superpave mix model system was used with Nominal
Maximum Aggregates Size (NMAS) is 14 mm. The mix was made with bitumen
60/70 penetration grade and crumb rubber percentages of 0%, 2%, 4%, 6% and 8%
by weight of the filler. The dry process used in this study to prepare the crumb rubber
modified asphalt which mean the crumb rubber mixed with aggregates. Dynamic
creep test conducted to stimulate the load passes through the pavement and
significant rutting value will be evaluated at temperature of 40℃ and same loading
which is 200kPa. The specimens produced with 4% of air void and evaluated for
 4

dynamic creep test using the Universal Testing Machine (UTM), with the result of
this test findings used to forecast asphalt rut depth. Approximately 20 number of
samples of asphalt pavement using Marshall Mix Design were tested using Dynamic
Creep test. The results of this test comprehensively examined in terms of crumb
rubber's capacity to improve rutting in asphalt pavement.

1.5 Significant of Study

The rutting that occurs in asphalt pavement could solved by the present of crumb
rubber in by conducting experimental study evaluating the rutting performance using
crumb rubber modified asphalt mixture. Quality improvement by using recyclable
material addition in asphalt binder using crumb rubber ensure that all activities using
the road as connection can carried out more fully. Furthermore, the road user would
be more comfortable, safer, smoother and better on the roads. Moreover, the addition

A
of asphalt mixture would reduce pollution issues and indirectly protecting our

T
PT
environment as well. Lastly, by conducting this study, a comparison and summary

MIN H
created, which can help to increase information about the use of crumb rubber in
A
TUN A
road pavement.

TUNKU
AKAAN
ERPUST
P
 CHAPTER 2

LITERATURE REVIEW

2.1 Introduction

This study focused on the improving the performance of asphalt binder since the
pavement have to carry heavy loads from vehicle loading, extreme climate condition
and increased of traffic as well as climate damage of the pavement (Lei et al., 2015).

TTA
This chapter explains about comprehensive review from past researchers related to

P
the usage of crumb rubber in modification of asphalt mixture to improve the

M I
resistance performance against rutting failure. In addition, this chapter also discoverNAH
T U N AThe
the effectiveness of crumb rubber application in pavement
information provided in this chapter N T U N KU engineering.

T A K A A was essential for better understanding to the

E R P U
topic related in S
this study. Finally, some results and recommendations were used in
Pstudy from some recent studies.
this

2.2 Hot Mix Asphalt

There are three varieties of flexible asphalt pavement which are hot mix asphalt
(HMA), cold mix asphalt (CMA) and warm mix asphalt (WMA). In general, the use
of HMA in the road pavement is more frequently used than other two pavements. It
consists approximately 95% of aggregates and 5% of bitumen bound together
(Fladvad et al., 2017). Bitumen is a substance that comes in the form of either
asphalt cement or asphalt binder to form an adhesive bond to the aggregates. The
asphalt is mix together with aggregate at temperature of 150℃ and 190℃ at HMA
facility. It depends on the usage of the mixture; an alternate mixture can be utilized.
To avoid the asphalt becoming too cool, compaction must be done immediately after
 6

it has been layered. The optimum temperature for compaction HMA is from 135℃ to
155℃ and it is compacted by using mechanical method on an existing base.
HMA is usually applied in a thickness of 10 to 20cm. The top layer, also
known as the surface course or friction course, is made up of aggregates that are
designed to provide durability and friction. Meanwhile, the aggregates used in the
lower layer act as a support for the upper layer to prevent rutting and failure.
The right materials used and sufficient thickness layer, the design may
withstand a variety of failures and pavement deterioration. To prevent rutting and
fatigue cracking on the pavement surface, the design should have sufficient stiffness
on top of the pavement layer, as well as suitable pavement thickness and flexibility in
the lowest layer.

2.3 Modified Asphalt

A
In road construction, modified asphalt is emerging as one of the important materials

T
PT
for flexible pavement. Modifiers are substances that are added into hot mix asphalt

MIN H
(HMA) to change or improve its performance, whether for permanent deformation,
A
TUN A
fatigue cracking, or both (Jones et al., 2017). The use of modified asphalt in

U N KU
construction of flexible pavement is gaining interest and attention because of several
T
A K Aof A N modification techniques and additives
ST
reason. There are a variety bitumen

P E R
currently inPU
use, including styrene butadiene styrene (SBS), styrene-butadiene rubber
(SBR), ethylene vinyl acetate (EVA), and crumb rubber modifiers (CRM) (Mashaan
et al., 2013). Modifiers of various types have been employed to try to eliminate
specific undesired characteristics of the asphalt paving mixture (Onyelowe et al.,
2019). Multiple studies have recently examined improvement in the formulation to
enhance the performance of asphalt mixture due to deformation and able to improve
the mechanical behaviour. In addition, modified asphalts also can minimise the
number and severity of pavement distresses while also extending the life of the
roadway (Deshmukh & Kshirsagar, 2017). Many authorities estimate that a
pavement constructed with a modified asphalt binder can provide an additional four
to six years of pavement life (Walker, 2014). The modification of asphalt led by the
increasing of traffic number nowadays and the changes in temperature that can
causes pavement distress (Shtayat et al., 2020).
 7

2.4 Crumb Rubber

Crumb rubber is made by compressing discarded tyres or other rubber into

homogeneous granules while separating the inherent reinforcement ingredients like
steel and fibre, as well as any other inert impurities like dust, glass, or rock. Crumb
rubber is also made from two primary feedstock which are tire reinforcements
product a rethreading tire by-product, and rubber scrap tires (Rosli & Sarif, 2021).
Figure 2.1 shows the product of crumb after mechanical method with different
sizing.

T
PTA P U AK A A N T U N KU TUN A
MIN

STof crumb rubber with different size (Rosli & Sarif, 2021)
AH

PE R
Figure 2.1: Types

2.4.1 Overview of Crumb Rubber

Ground tyre rubber was employed as an addition in bitumen binder modification by

Charlie Mac Donald, a chief material engineer in Phoenix, Arizona, in 1960. He
observed that by blending crumb rubber with traditional bitumen for 45 to 60
minutes, new material properties were created, resulting in the rubber particles
increasing in size at higher temperatures, allowing for larger liquid bitumen
concentrations in pavement mixtures (Mashaan et al., 2013). Crumb rubber also has
attracted attention in pavement modification in recent years, with evidence that
crumb tyre rubber can improve asphalt mixture performance attributes (Makoundou
et al., 2021).
 8

2.4.2 Benefits of Crumb Rubber

Rubberized asphalt technology was utilised as a green technology and was thought to
be environmentally advantageous due to the significant potential for using large
numbers of end-of-life tyres, hence contributing to the reduction of the
environmental load of waste tyres (Wang et al., 2018). Al Qudah et al., (2018)
reported that many positive characteristics of using crumb rubber in the
reinforcement of binders have been reported by many studies and applications, for
example enhanced resistance to surface initiated, improved durability, increase
resistance to rutting due to high viscosity, high softening point and better resilience,
reduced pavement maintenance costs, reduce fatigue cracks, decrease temperature
susceptibility, and savings in energy and natural resources with specific to raw
materials by using crumb rubber.

A
2.4.3 Dry Process

T
PT
Incorporating crumb rubber into asphalt mixtures can be accomplished in two ways.

crumb rubber is used to replace A

mixture.R
PE P
Dry U S T
process
AK A N
a small
U
amount
N K U
temperatures before being combined with hot aggregates. Next, T
dryU N
process,
A M
The first is the wet process, in which crumb rubber is mixed with bitumen at high
in which
T of the aggregates in the asphalt
offers various advantages over the wet process, primarily in
INAH

terms of cost and the ability to employ larger crumb rubber content, the wet process
produces more satisfactory results in terms of improving asphalt qualities (Batari et
al., 2017). However, the changes in the amount of aggregate replaced with crumb
rubber in an asphalt mixture have a big impact on the mechanical properties in dry
process mixtures. The importance of design variables such as aggregate gradation,
bitumen concentration, and air voids content was emphasised in crumb rubber mixes.
Figure 2.2 shows a dry process technique procedure in which particles replace a
small amount of filler before mixing with aggregates before adding bitumen.
 9

Figure 2.2: Dry Process Procedure (Rosli & Sarif, 2021)

2.5 Rutting

Rutting is one of the main distresses on flexible pavement that occurs when the
asphalt pavement is imposed under repetitive load of traffic loading at high
temperature. A rut is a permanent, longitudinal surface depression that occurs in the
wheel paths of a flexible pavement due to the passage of traffic. Overloading affects

TA
the structural design of the pavement in such a way that it reduces its efficiency,

T
P
lowering the quality standard of pavement design and construction (Khalifa et al.,
2020). Rutting deformation is also one of the most common diseases in the early
M I NAH
T U N A
KU
stages of asphalt pavement degradation, which not only reduces the pavement's

N T U N
al., (2019), in theS A K A A
service life but also puts drivers at risk (Guo et al., 2020). According to Baskara et
T Pavement Condition Assessment 2014-2015 report stated
E R P U PLUS
Proad condition is one of the factor that contributing to the rise in the number of
that,
accidents in Malaysia. Therefore, this problem has recently being attention by all
engineers in this field of work.

2.5.1 Type of Rutting

Rutting primarily consists of surface rutting and structural rutting that occur from the
subgrade. Surface rutting is focused to the upper part asphalt surfacing layers and
does not affect the structural base of the pavement unless it becomes excessive
(Batari et al., 2017). This deformation accumulates around the vehicle wheels when
the shear stress caused by repetitive traffic loading under high temperature surpasses
the shear strength of asphalt concrete, resulting in a W-shaped transversal cross
section, as shown in Figure 2.3(b), which is also called as fluid rutting (Wang et al.,
 10

2021). Meanwhile, structural rutting is the main failure of rutting occur from the
subgrade when traffic load-induced action exceeds the strength of each layer, causing
permanent deformation in the asphalt course and sublayers of a multi-layered
pavement as shown in Figure 2.3(a). Rutting distress may be reduced or eliminated
by increasing asphalt concrete compressive and shear strength.

TTA
Figure 2.3: Characteristics of rutting in asphalt pavements. (a) Structural rutting in

P
bottom base and subgrade; (b) Surface rutting; (c) Photo of rutting in asphalt
pavement (Wang et al., 2021).
MINAH
2.5.2 Cause of Rutting
N KU TUN A
A N T U
S A K A
Tthat affects the safety of road pavements when it reaches a
Rutting is P
P E R U
a major flaw
critical depth. Contributing factors to pavement deformation include insufficient
pavement thickness, improper compaction during construction and the materials
utilised. Aggregate is one of the materials that play important role on the pavement,
and aggregate gradation is one of the most critical factors that affects pavement
performance. Rutting occurs on the pavement because of inadequate or improper
gradation. (Batari et al., 2017).
Furthermore, the loosening of the bond between the aggregates and the
asphalt also contributes to rutting problem (Ouf & Abdolsamed, 2016). The
properties of aggregates are frequently identified as the most effective parameter
producing rutting. (Golalipour et al., 2012) stated that primary factor that influencing
rutting is highly dependent on aggregate grading.
Other factor that contributes to rutting is pavement thickness. When the
vertical compression from the high axial force acting on the pavement reaches its
 11

limit, rutting will occurs (Behiry, 2012). Figure 2.4 shows how heavy-load traffic
tyres contribute to rutting, as well as an example of rutting on the road.

(a) (b)

Figure 2.4: a) Example of rutting on road pavement, b) The behaviour of overload

tyre rolling pavement (Razali, 2020)

2.6 Dynamic Creep Test

TTA
There a few test that can be conducted to determine and evaluate rutting resistance

P
such as static creep test, wheel tracking test, dynamic creep test and repeated load

M INAH
test (Kalyoncuoglu & Tigdemir, 2011). Among these methods Kalyoncuoglu &
Tigdemir, (2011) highlighted that dynamic creep test U is theT U N A
N T U NK most reliable and

A K A A
accessible test for evaluating rut depth and estimating rutting capability of asphalt
layers. R
E P U ST
P According to Gao et al, (2015), creep is the major cause of rutting
deformation. This happened when the time dependent continuous deformed under
constant or repetitive loading or stress acting on bituminous asphalt pavement.
Dynamic creep test is performed to evaluate the asphalt rutting potential due to
permanent deformation on asphalt mixture. The purpose of this test is to determine
the materials and to compare their rutting capability. For this test, the creep modulus
is the most essential parameter that needed to be evaluate. The creep modulus is
related to the additional indicator of permanent deformation resistance. When the
mixture has lower value of creep modulus, higher deformation may occur (Nejad et
al., 2015).
The most frequent dynamic creep test is the unconfined dynamic creep test,
often known as the repeated load axial test (RLAT). The term creep test refers to
tests used to measure the permanent deformation resistance of asphalt mixtures.
 12

Plastic grain production in aggregates adds greatly to permanent deformation. RLAT

increasingly used in preference to uniaxial creep (UC) test because the pulsed load
more accurate simulation of traffic loads. Cumulative permanent deformation as a
characteristics of load function used to be recorded and related to the rutting potential
of asphalt mixture. By performing a dynamic load to a hot mix asphalt (HMA)
specimen, a dynamic creep test was conducted. A high permanent deformation value
may indicate to tendency of rutting (Takaikaew et al., 2018).
According to Mashaan et al., (2013) asphalt concrete by 42% rubber has
lower tendency to strain during longer stress periods indicating its resistance to
permanent deformation in hot climates. The result performed shows that the dynamic
creep data suggests that at the optimal condition the addition of more than 16% CRM
will cause minor influence on resistance to permanent deformation.
Universal Testing Machine (UTM-5P) performed according to EN 12697- 25
standard test procedure to perform the dynamic creep modulus, which can compute a

A
numerous output data with considered test time and lesser material consumption.

T
PT
This method basically been used to evaluated permanent deformation of asphalt

MIN H
mixtures. By using this machine, the permanent deformation can be determined by
A
TUN A
stimulation of real environment conditions where the influences of several

UNKU
temperature and loading conditions.
T
AKAAN
ER P U ST
P
2.7 Summary

This chapter includes a review of the literature on HMA, rutting, and additive
materials. Common typical types of asphalt distress are permanent deformation.
Cracking, rutting, and stripping are all frequent pavement problems. Rutting happens
when a load is applied to a pavement surface over time. To address these difficulties,
new technologies or ideas based on the crumb rubber have been developed. Crumb
rubber was employed as an extra material in this investigation, and it was recycled.
This study used crumb rubber as an extra material to improve and increase the
dynamic creep of hot mix asphalt. Previous research has demonstrated the ability and
effectiveness of this crumb rubber on asphalt mixtures. The purpose of adding an
extra ingredient in asphalt in a pavement is to improve the asphalt's resistance to
permanent deformation without compromising the asphalt's qualities. In general, a
modifier can improve the condition stiffness of asphalt binder in two ways: at normal
 13

temperatures, it can improve rut resistance, and at low temperatures, it can improve
thermal crack resistance. Incorporating crumb rubber into a hot mix asphalt mix is a
cost-effective and sustainable solution to reduce plastic waste while also improving
the durability and lifetime of the asphalt.

T
PTA PUSTAKAAN TUNKU TUN A
MINAH

PER
 CHAPTER 3

METHODOLOGY

3.1 Introduction

Throughout this chapter, the elements of progress work and test procedure of this
project are explained in order to achieve and meet the objective of these research.
This chapter also covered the several tests that were conducted in this research. All

TTA
tests were performed and conducted according to the specification outline, laboratory

P
test procedure and information of material used at Advance Highway Laboratory,
University Tun Hussein Onn Malaysia. Crumb Rubber (CR) was added as an
M INAH
T U N A
T U N U and to analyse the
additional mixture. This study carried out by using an experimental
Kmixture method to

A K A A N
evaluate the effects of different percentage CR on every

R P of S
creep stiffnessU Tmix at constant cycle load.
asphalt
E
P In this study, the laboratory work was carried out by utilizing bitumen 60/70
penetration grade and CR. All tests were carried out to test whether the modified
mixtures were appropriate. The amount of CR added to mixtures was expressed in
the percentage 0%, 2%, 4%, 6% and 8% of the total weight of filler. The research
flowchart is presented in Figure 3.1 below.
 15

Start

Material Selection

Virgin Asphalt
Binder Aggregates Crumb Rubber
Penetration Grade Crush Granite 0%, 2%, 4%, 6%
60/70 Aggregates and 8%

Aggregate Gradation
- Nominal maximum aggregate gradation
14mm

T
PTAPU AKAAN T U
Marshall Mixture Design
- Determination of optimum bitumen content
- Marshall volumetric criteria

N
ST Sample Preparation
KU TUN A
MINAH

PER
Mechanical Performance Test
- Dynamic creep test

Result and Analysis

Conclusion and Recommendation

End

Figure 3.1: Flow chart of research study

 16

3.2 Material Selection

Before implementing this research, few materials preparation required to achieve the
objective of this research, which is bitumen, aggregate and additive material.
Bitumen 60/70 penetration grade test by conducting Penetration Test and Softening
Point Test according to the Standard Test Procedure. Typically, this grade of bitumen
suitable for road construction and mostly used in the production of hot mix asphalt
for bases and wearing courses (Almadwi & Assaf 2021). Aggregates used in the
asphalt mixture come in a variety particle size including coarse and fine aggregates
with the Maximum Nominal Aggregates Size is 14 mm. The material preparation is
prepared as Marshall Mix Design requirement.

3.2.1 Crumb Rubber (CR)

A
Addition of crumb rubber was meant to improve the mechanical performance of hot

TT
mix asphalt mixture (Yazdipanah et al., 2021). Crumb rubber is manufactured by

P
mechanical shredding scrap tyres, in which that substance that is free of fibre and

M INAH
T U N Asieve.
metals (Alsaif et al., 2018). Rubber particles are graded and come in a variety of

T U N KU
sizes and shape. After that, the crumb rubber is graded and measured through

K A
Crumb rubber sized passed 0.075mm
A A Nsieve was selected for this research. This
R P UwasS Tinto hot aggregate with different rate of dose 0%, 2%, 4%,
P E
crumb rubber added
6%, and 8% by weight of filler.

Figure 3.2: Crumb rubber (Sharma et al., 2016)

 17

3.3 Aggregates

Aggregates are one of the most important components of an asphalt mixture.

Aggregate that is both strong and durable is required to build a quality pavement that
provide comfort to road users for the entirety of its service life. Crush granite
aggregate was used for all the preparation of the asphalt mixture specimens in this
study.

3.3.1 Aggregates Properties

Although it is commonly recognised that pavement distress is primarily caused by

climatic conditions and repeated traffic loading, aggregate qualities play an important
role in combating asphalt mixture distress. As a result, it is vital to evaluate the
aggregate quality that utilised to construct a pavement. The quality of aggregates in

A
this study was assessed using the Marshall requirements in Table 3.1.

T
PT
Table 3.1: Aggregates Properties Test

Test
MI
Standard
NAH
KU
Aggregate Gradation
N TUN A
ASTM C136

AN TU
Flakiness and Elongation BS 812: Part 105.1: 1989,1990

STAKA
PERPU Aggregate Impact Value (AIV) BS 812-112

3.3.2 Aggregate Gradation

The performance of road pavement layers is heavily influenced by the aggregate

gradation. The aggregates were washed, dried, and sieved, according to ASTM
C136. The aggregates were sorted according to the composition limit of 14 mm
nominal maximum aggregate size (NMAS), and the work mix formula for this study
is shown in Table 3.2:
 18

Table 3.2: Gradation Limit of Combined Aggregates (ASTM, 2001)

Sieve size Percentage Passing Percentage Retained Weight of the

Limit (%)
(mm) (%) (%) Sample (g)
14 90-100 95 5 55
10 76-86 81 14 154
5 50-62 56 25 275
3.35 40-54 47 9 99
1.18 18-34 26 21 231
0.425 12-24 18 8 88
0.150 6-14 10 8 88
0.075 4-8 6 4 44
Pan - - 4 64.68
Filler (OPC) - - 2 1.32
Total 100 1100

3.3.3 Flakiness and Elongation Index Test

T
PTA
The Flakiness and Elongation Index used to determine the shape of aggregates and
determine whether they were spherical or regular. The most chosen shape for

course's stability. TheT

PUS A K A
aggregate thickness
T U
usually has a better interlocking bonding because N itK
T
increases
U
concrete mixture in this investigation was rounded. An angular shaped N A
base
U the granular base
M
course

ANdetermines the Flakiness Index categories.

INAH

PE
This R
test followed the procedures outlined in British Standard Institution BS 812:
Part 105.1: 1989 and BS 812: Part 105.2:1990 respectively.

3.3.4 Aggregate Impact Value Test

The BS-812-112 standards were used to determine the aggregates toughness to

withstand fracture under the impact of moving loads. The aggregate size that used is
14mm passing sieve size and 10mm retained. Before conducted test, the aggregates
washed and dried at temperatures ranging from 105°C to 110°C to eliminate excess
moisture. Cylindrical cup steels filled with aggregates in three layers, with each layer
being tapped 25 times with a tamping rod and weighed before being placed in an
Impact Machine. The rammer, which weighs between 13.5 and 14 kg, was released
freely and blown 15 times. The passing aggregates then weighted and labelled as
 19

weight passing using a 2.36mm sieve size. As a result, the percentage aggregate may
be calculated.

3.4 Binder Properties

Binders differ in their capacity to flow at various temperatures and consistencies.

Softening point and penetration tests were conducted for asphalt binders. Bitumen
penetration grade 60/70 was applied in this research. Bitumen is one of the most
important materials in asphalt pavement because it connects all of the elements
together and also provides hardening properties. Table 3.3 shows the physical
property testing of bitumen that were performed in this study.

Table 3.3: Physical Properties Test of Bitumen

Physical Test Standard

Softening point ASTM D36-95

TTA
Penetration ASTM D5-97

P
3.4.1

E
Softening Point Test

R P U ST
157°C, the softening A K A N T U N KU TUN A
MINAH
The penetration grade 60/70 used in this test. At temperature in range of 30°C to
A
point is used to determine the phase transition of the asphalt
P ASTM D36-95 procedures used and referred for this test. To begin, the
binder.
bitumen was heated to a temperature of 75°C to 100°C until the solid to liquid state
of the binder has been achieved (less viscous). Glycerin was applied to a metal plate
to prevent the bitumen from clinging to it. The metal-ringed binder was allowed to
cool for at least 30 minutes at room temperature before being removed using a knife.
At 5°C, distilled water was treated and keep for at least 15 minutes. As the ring ball
dropped at a specific point, the temperature recorded as Softening Point.

3.4.2 Penetration Test

The consistency of the asphalt binder was tested according to ASTM D5-97 called
penetration test. The bitumen sample was placed in a water bath in the container for
1 to 1.5 hours before to the test. To avoid making a little mistake, the penetration
 20

needle needed to be clean before using it. In a temperature of 25 °C, a bitumen

sample was released for 5 seconds. The needle's depth of penetration into the sample
recorded.

3.5 Sample Preparation

All experimental tests were conducted in Highway Laboratory located at Faculty of

Civil and Built Environment Engineering UTHM to examine the efficiently of crumb
rubber on a hot mix asphalt mixture using a dynamic creep test. The Marshall Mix
Design appropriate techniques are involved in design, beginning with the processing
of materials and the separation of the test into stages.

3.5.1 Marshall Mix Design

A
This mixture was made using the AC 14 gradation and the Marshall apparatus

T
PT
according to ASTM D-6926. The first specimens are prepared for the standard

MIN H
stability and flow test in accordance with ASTM D-1559, utilising a Marshall
A
TUN A
hammer to deliver 75 blows per face. Second, to determine the bulk specific gravity

U N KU
of the sample based on ASTM D-2726. The specimen's stability and flow value will
T
next be determined usingK
A A
ASTM A N Finally, VMA, VFB, and VIM are
D-1559.

E R PbyU
ST
P
determined analysing specific gravity and air voids data.

Table 3.4: Optimum bitumen content properties according to PWD specification

Parameter Penetration 60/70

Stability, S > 8000 N
Flow, F 2.0 – 4.0 mm
Stiffness, S/F > 2000N/mm
Air void in mix, VIM 3.0 - 5.0 %
Void in aggregate filled with bitumen, VFB 70 – 80 %

3.5.2 Preparation of mixtures

The dry process is used in this study to prepare the crumb rubber modified asphalt.
Sample batch required 1100 grams of asphalt mixtures. After batching, the
aggregates were placed on the pan and heat at least two to four hours in oven
 21

approximately 155˚C higher than the mixing temperature which is 165 ˚C. After
reaching four hours, the aggregates placed on mixing bowl then weighted at zero
balance. Tools used in this test, such as spatulas, mechanical mixing bowls, molds
and others, were heated before to use. The asphalt binder was heated at mixing
temperature up to 180℃. An additional material which are crumb rubber was added
based on the percentage of filler (0%, 2%, 4%, 6%, and 8%) selected in this study.
The required amount of crumb rubber shall gently add to the heated aggregates, and
then the aggregate was blended with crumb rubber.
Later the asphalt binder is poured until reach required weight. Then, the
mixture blended manually before mix using mechanical mixing. Before compacting,
the short-term ageing process proceeded for another 2 hours. To obtain optimal
gyratory compaction timing, interval time for each sample before compact should be
between 15 and 20 minutes.

TA
3.5.3 Mixing and Compaction Process

T
P T A K A
compaction process start, molds

PERP
compaction
A
and N T U N KU TUN A
M H
The compaction process is crucial for increasing the strength and bearing capacity of
INA
materials used in road construction. The asphalt-concrete mix is compressed and its
volume is lowered during the compaction process. Before 45 to 60 minutes
base and top plates were placed in oven and
US set up. After that, use a paper disk at the bottom of the mold
temperature
and place a short-term aged mixture into it. Level the mixture and cover using paper
disk at the top. The sample is then place into the Marshall compactor and compaction
process start. When the pressure reaches 600 kPa, this process stopped running. A
height of samples continually monitors during the process and height measurement
recorded with 150mm in diameter and 50mm in height. Paper disk on top and bottom
of the samples will be removed to allow cooling. The samples marked using a marker
and repeated the procedures for each sample.

3.5.4 Modification of Bitumen

In this study, the additional mixture of crumb rubber is manufactured by mechanical

shredding scrap tyres, which are a particular material that is free of fibre and metals.
The percentage amount adding are 0%, 2%, 4%, 6% and 8% by weight of filler then
 22

mixed with aggregates for each mixture. Table 3.5 shows the summary of additional
mixture that will be used.

Table 3.5: Summary of additional mixture

Percentage of crumb rubber (%) Weight of crumb rubber by filler

0 0
2 1.32
4 2.64
6 3.96
8 5.28

3.6 Determination of Optimum Bitumen Content (OBC)

The exact percentage of optimum bitumen content (OBC) for aggregate gradation of
AC 14 was determined using trials with bitumen concentration of 4% to 6% at 0.5%

A
increment by weight of total mixture. Stability, flow, stiffness, bulk specific gravity,

T
PT
air voids in mixture (VIM), and voids filled with bitumen were all essential

MIN H
characteristics for determining the percentage of OBC (VFB). Before determining
A
TUN A
the percentage of OBC, the final findings of numerous criteria were compared to the
PWD specification (JKR/SPJ/2008).
TUNKU
A K A AN
R P U S T
a.PE
Stability, Flow and Stiffness

After conducting the Marshall stability test, three factors were examined: stability,
flow, and stiffness. The greatest resistance loading recorded throughout a sequence
of constant rate deformation was defined as stability. Furthermore, sample flow was
the entire deformation from the point where the tangent part's produced curve
intersected with the deformation at axis x to the point where the curve began to bend
horizontally.
Stiffness was defined as a material's ability to resist deformation when subjected to a
constant applied force. These factors were linked because higher values of stability
resulted in increased material stiffness. Stiffness had a negative relationship with
flow value, with the material becoming less stiff as the flow value increased. The
relationship between stability, flow and stiffness were shown below in Equation 3.1.
 23

𝑆𝑡𝑎𝑏𝑖𝑙𝑖𝑡𝑦
𝑆𝑡𝑖𝑓𝑓𝑛𝑒𝑠𝑠 = (3.1)
𝐹𝑙𝑜𝑤

b. Bulk Specific Gravity

Bulk specific gravity, or Gm, was defined as the mass of a sample volume at 25°C
compared to an equivalent amount of water at the same temperature in this research.
Equation 3.2 below shows the formula for calculating bulk specific gravity.

A
Gm = (3.2)
B−C

Where;
Gm = bulk specific gravity of sample
A = mass of dry sample (g)

A
B = mass of surface saturated-dry sample, SSD (g)

T
PT
C = mass of sample immersed in water (g)

MINAH
c. Air Void in Mixture (VIM)
N KU TUN A
ofAairA
T U
Nin the mixture, two sorts of values were
ST A
To calculate the percentage
U K voids

P E R
required. P
The first value was derived from the mixture's bulk specific gravity, which
had been determined earlier. With the weight of bitumen content as a controlled
variable, the maximum specific gravity of the combination was calculated
theoretically. Equation 3.3 below shows the formula for determining the mixture's
maximum specific gravity.

𝑊𝑡
𝐺𝑡 = (3.3)
𝑊𝑡
𝐺𝑠

Where;
Gt = maximum specific gravity of mixture
Wt = weight of total mixture (g)
Gs = apparent specific gravity of mixture
 24

The total volume of air spaces between the overlay particles of aggregate
inside the compacted asphalt mixture was known as air voids in mixture (VIM). This
was the most important parameter in the completed sample, since it influenced the
performance during testing. Equation 3.4 below shows the formula for calculating air
spaces in a mixture:

𝐺𝑡 − 𝐺𝑚
𝑉𝑣 = × 100% (3.4)
𝐺𝑡

d. Void Filled with Bitumen (VFB)

Before estimating the proportion of voids filled with bitumen, two criteria had to be
examined, which are the percentage of bitumen volume and the percentage of
vacancies in mineral aggregates (VMA). The volume of bitumen in relation to the
total volume of the mixture was determined theoretically using equation 3.5.

T
PTA
Where;
PUvolume A K A A N
STof bitumen (%)
TUNKU
𝑊𝑏
𝐺
𝑉𝑏 = 𝑤𝑏 × 100%
𝐺𝑚
𝑡

TUN A
MINAH (3.5)

VP
b E=R percent
Wb = weight of bitumen (g)
Gb = specific gravity of bitumen
Wt = weight of total mixture (g)
Gm = bulk specific gravity of mixture

Voids in mineral aggregate (VMA) was the volume of void space inside a
compacted sample of asphalt mixture, which contained the quantity of air voids and
bitumen content trapped between aggregate particles. The formula for calculating
voids in mineral aggregates (VMA) is shown in equation 3.6.
 25

𝑉𝑀𝐴 = 𝑉𝑉 + 𝑉𝑏 (3.6)

Where;
VMA = voids in mineral aggregate (%)
Vv = air voids in mixture (%)
Vb = volume of bitumen (%)

After collecting the values of voids in mineral aggregates, the percentage of

voids filled with bitumen (VFB) was calculated (VMA). The fraction of voids in
mineral aggregate that are filled with bitumen content is known as VFB. Equation
3.7 shows the calculation of voids filled with bitumen (VFB).

𝑉𝑏
𝑉𝐹𝐵 = × 100% (3.7)
𝑉𝑀𝐴

TA
Where;

T
P
VFB = voids filled with bitumen (%)
Vb = volume of bitumen (%)
MINAH
VMA = voids in mineral aggregate (%)
NKU TUN A
AN TU
TA K A
SEvaluation
3.7
P ER P U
Laboratory

The performance test is carried out at the University Tun Hussein Onn Malaysia's
Advance Highway Engineering Laboratory. Using a Universal Testing Machine
(UTM-5P), a dynamic creep test is conducted to determine the rutting and creep
stiffness of an asphalt mixture containing crumb rubber.

3.7.1 Dynamic Creep Test

The aim of this research achieved by conducting a performance test, dynamic creep.
This test was performed according to EN 12697-25:2005 and sample prepared based
on Marshall Mix Design guidelines by incorporating crumb rubber percent (0%, 2%,
4%, 6% and 8%) by weight of filler. Before running the analysis, the samples were
placed in a cabinet chamber for four hours at temperature of 40 ˚C.
 26

Meanwhile, the UTM-5P is set up by placing the sample between two metal
steels that works to distribute the load uniformly over the top surface of a sample.
The test will be stopped when reaching to 3600 cycles for each sample and result for
permanent deformation and creep stiffness recorded. Technically, this test is
stimulated form a real field where stress level indicates to vehicle pressure tire that
made contact to the road surface (wearing course). Loading and rest time, represent
the repeated load of moving traffic. Table 3.6 shows the parameter used on this
performance test.

Table 3.6: Parameters of Dynamic Creep

Parameters Pre-Loading Test Loading

Temperature (℃) 40 40
Applied axial stress (kPa) 0.78 200
Loading frequency (Hz) 0.5 0.5
Loading time (s) 0.12 0.12

TA
Rest period (s) 0.9 0.9

T
P
No. of cycles 0 3600

MINAH
TUN A
3.8 Summary

T U N KU
A K A A
This chapter discussed the laboratory N method and apparatus used in this study
testing
R P the S
U T
P E
to investigate effect of crumb rubber on the creep behavior of asphalt mixture. To
assure the correctness of the tests and to control the possibility of error during the
laboratory test, the material tested according to established specifications. This study
has three stages: material preparation, identifying the best bitumen content and
performance testing. During material preparation in this study, the Flakiness and
Elongation Index, Aggregate Impact Value and Sieve Analysis performed according
to standard and requirement. To determine the qualities of bitumen 60/70, a softening
and penetration test performed. The first stage was preparation of optimum bitumen
content is carried out. Sample preparation conducted according to the proportion of
bitumen content, which will range from 4.0% to 6.0%. Stage 2 is the process of
designing an asphalt mix utilizing the Marshall Mix Design method and a nominal
maximum aggregate size of 14 mm.
Then, process of additional material crumb rubber (0%, 2%, 4%, 6% and
8%). Dry process conducted to blend the crumb rubber with hot mix aggregate.
 27

Crumb rubber was added into aggregates before adding bitumen. The information
gathered were used to prepare the sample for the dynamic creep test. Stage 3
involved doing a performance test on a compacted sample before performing a
dynamic creep test. The Universal Testing Machine (UTM-5P) used to conduct this
test. The results of the dynamic creep test discussed and examined in further detail in
Chapter 4.

T
PTA PUSTAKAAN TUNKU TUN A
MINAH

PER
 CHAPTER 4

RESULT AND DISCUSSION

4.1 Introduction

This chapter discussed and analysed the results that obtained from test conducted on
aggregates and asphalt mixture. The OBC properties of the samples obtained by
Marshall method discussed in this chapter to satisfy the objective of this study.

TTA
Furthermore, the effect of adding CR in the mixture discussed according to varying

P
the percentage of CR content in the mixture. The effect of rutting performance
determined using Universal Testing Machine (UTM). This analysis carried out to
MINAH
T U N A
T U N KU
ensure all testing appropriate and the objective satisfied for this study.

A K A A N
4.2
E R P
PhysicalU ST of Aggregate
Properties
P
Aggregate play an important role in preventing pavement from damage due to
climatic conditions and repeated traffic loading. It is necessary to evaluate the
condition and quality of aggregate according to the Marshall specifications. In this
study, granite type aggregates were used that have been imposed to several testing
including sieve analysis, aggregate impact value and flakiness and elongation. AC14
asphalt binder used in this study based on the Public Work Department (2008)
requirements.

4.2.1 Sieve Analysis

The aggregate was sieved in order to determine the suitable gradation for AC14
asphalt binder in accordance with the Marshall Mix Design AC 14. The sieve utilised
 29

was 14mm in diameter. Sieve sizes include 10mm, 5mm, 3.35mm, 1.18mm,
0.425mm, 0.150mm, 0.075mm, and pan size. A filler was also added in accordance
with PWD standards, consisting of 2% Ordinary Portland Cement (OPC). The
midpoint value was calculated using PWD passing limit as a guide. As a result, each
sample contained 1100g of aggregate and OPC. The sieve test gradation result can be
found in Table 4.3 and Figure 4.1 below.

Midpoint Passing Upper Limit Passing Lower Limit Passing

100
90
80
70
Passing (%)

60
50
40
30
20

A
10

TT
0

P
0.01 0.1 1 10 100
Sieve Size (mm)

MINAH
Figure 4.1: AC 14 Aggregate Gradation TUN A
T U N KU
A K A A N
4.2.2 Flakiness S
R P U T
and Elongation Index Test
P E
Flakiness and elongation index test were to determine the suitability of aggregate in
term of shape and size. Aggregate shape is also important to be tested in order to
make sure the suitability of aggregate which make it easier to be compacted. Table
4.1 shows the summary of flakiness and elongation test result. The detailed result is
shown in appendix. It can be concluded that AC 14 in this study satisfies the
requirement of PWD (2008) specification which not exceeding 20%.

Table 4.1: Flakiness and Elongation Result

Test Standard Method Result (%)

Flakiness BS 812: Part 105.1: 1989 17.22
Elongation BS 812: Part 105.1: 1990 14.12
 30

4.2.3 Aggregate Impact Value

The AIV was calculated to be 13.53% based the conducted. According to PWD
(2008), the aggregate impact value test value must be less than 30% for aggregate as
the basic course materials. With a value of 13.53%, which is less than 30 percent,
this aggregate sample was permitted to be used in this study as per PWD
specification. Furthermore, the lower AIV score indicates that the tested aggregate
was strong enough to withstand a load from traffic without being damaged.
Aggregate that has been damaged or ruptured can cause damage to the road structure,
affecting road safety and comfort for road user.

Table 4.2: Aggregate Impact Value Result

Testing Standard Method Test Result Requirement

Aggregate Impact Value BS 812 13.53% Less than 30%

TTA
4.3 Physical Properties of Bitumen

P
Bitumen plays important role in the asphalt mixture as it function is to bind the

P E R P U ST
pavement to reduce the A K A
resistance.
AN T U
surface from damaging the subgrade layer. BitumenN can
T U
aggregate and has a strong waterproof feature to prevent infiltration N
water
M
A the
from
Uboost the strength of a
Kalso
INAH

4.3.1 Softening and Penetration Test

The penetration and softening test were performed to establish the characteristics of
asphalt binder. Penetration test is used to determine the consistency and hardness of
bitumen when undergoing a loading for a period time. Meanwhile, softening point
test was conducted to determine the temperature at which the bitumen starts to melt.
The temperature was the major indicator in each of these tests. The higher the
temperature, the lower the rate of penetration the lower the viscosity due to the finer
strength of the asphalt binder. Table 4.3 shows the result obtained from both tests
performed. Table 4.4 shows the requirement of Public Work Department of 60/70
bitumen compared to data obtained.
 31

Table 4.3: Penetration and Softening Result

Binder Type Guideline Properties Result

ASTM D5-97 Penetration at 25℃ 6.3mm
PG 60/70
ASTM D36-95 Softening Point 49℃

Table 4.4: PWD Requirement of bitumen properties

Properties PWD Specification Requirement Result Status

Penetration at 25℃ (d mm) 60-80 6.3mm OK
Softening Point (℃) 48-56 49℃ OK

4.4 Determination of Optimum Bitumen Content (OBC)

OBC was an important aspect that needed to consider before mixing and compaction
for sample performance test performed. In order to determine the optimum bitumen
content, 15 samples were prepared according to Marshall Mix Design with

TA
percentage of asphalt binder are 4.0%, 4.5%, 5.0%, 5.5% and 6.0% by the weight of

T
P
total mixture. Upon 15 samples, the average values of stability, flow, density, void
total mixtures (VTM) and voids filled with bitumen (VFB) were recorded in order to
M INAH
T U N
plot the graph. The final result from all these parameters were compared A
with the

T U U
NK the percentage of OBC.
A K A A N
limitation according to PWD requirement before finalizing

U S T
Table 4.5 shows the data
P
obtained for Marshall Mix Design to identify the OBC.
PER Table 4.5: Result of Marshall Mix Design

Bitumen Stability Density Flow VTM VFB Stiffness

(%) (kN) (g/cm³) (mm) (%) (%) (kN/mm)
4.00 17.12 2.23 1.60 8.30 54.30 11.17
4.50 17.25 2.25 2.43 7.07 57.20 6.79
5.00 18.23 2.26 1.90 6.10 62.00 9.70
5.50 17.89 2.29 2.81 3.70 74.45 6.33
6.00 16.70 2.30 3.37 2.30 79.00 5.33

Based on Table 4.5 above, the graphs of Marshall Parameter were plotted and
shown in Appendix. From the graphs plotted, the OBC was determined by the taking
the average values form these parameters provided by PWD requirements. The
values of asphalt bitumen obtained from graph plotted were recorded in Table 4.6 to
determine the average asphalt bitumen content.
 32

Table 4.6: Asphalt Bitumen Content (%) from Marshall Parameter Graphs

Properties Bitumen (%)

Stability maximum 4.90
Density maximum 6.00
Flow (3mm) 5.50
VFB (75 %) 5.50
VTM (4 %) 5.30
Average 5.40

Before applying the designed percentage of bitumen content on sample, the

value of OBC obtained which is 5.40% must complied with the limitation specified
in PWD standard. According to the comparison shown in Table 4.7 below, the
application of 5.40% bitumen content into asphalt mixture was acceptable since all
parameters have been fulfilled the limitation.

A
Table 4.7: Marshall stability result

T
PT
Parameter Result PWD Specification Remark
Stability, S 13400 N > 8000 N
MINAH OK

TUN A
Flow 2.9 mm 2.0 mm – 4.0 mm OK

TU
Stiffness
NKU 3300 N/mm > 2000 N/mm OK

AKAA
VIMN 4.80% 3.0% - 5.0% OK

ERPUST VFB 76% 70% - 80% OK

P
4.5 Dynamic Creep Test

Dynamic creep test conducted to evaluate the performance deformation on rutting

along the 3600 cycles in 1 hour with temperature 40℃ based on standard ASTM
C117-136 by using UTM-5P machine to determine the permanent deformation on the
sample prepared incorporating crumb rubber with percentage 0%, 2%, 4%, 6% and
8%. Sample prepared based on the Marshall Mix Design with weight of 1100g and
size 63.5 mm in height and 101.6 mm in diameter.
 33

4.5.1 Analysis of Dynamic Creep Modulus

Dynamic Creep Modulus is computed by dividing the applied stress by the

accumulated axial strain of the sample during the secondary stage initiating cycle to
measure mixture resistance to rutting. The higher value of dynamic creep modulus,
the higher the resistance of the asphalt mixture against permanent deformation that
can caused rutting on pavement. According to the results of the dynamic creep test, a
chart of dynamic creep modulus against percentage of crumb rubber was plotted in
Figure 4.2.

350

300 285.618
Dynamic Creep Modulus (MPa)

265.564
247.574
250
220.304
195.286
200

TA
150

T
P
100

50
MINAH
N
0
KU TUN A
A N T U 0% 2% 4% 6% 8%

ST A K A Crumb Rubber (%)

ERPU
P Figure 4.2: Dynamic Creep Modulus with Crumb Rubber (%)
The dynamic creep modulus value for is shown in Figure 4.2. The dynamic
creep modulus value of an unmodified asphalt mixture is slightly lower than the
value of a majority modified asphalt which is 220.304 MPa. The dynamic creep
modulus value for the majority of the additional of crumb rubber is greater than 200
MPa except 8%. As a result, these modified mixtures are more resistant to rutting.
The greatest dynamic creep modulus value is 285.618 MPa at 4% of crumb rubber. It
can be concluded that, asphalt mixture containing 4% of crumb rubber is the
optimum addition amount in this parameter which can enhancing permanent
resistance.
 34

4.5.2 Creep Strain Slope Analysis

Creep strain slope (CSS) is the slope of the secondary phase in a standard repeated
load creep test. It produced regression line that exclude the first stage and accurately
represents the rate of deformation impacted by load cycling. CSS is a type of analysis
that involves calculating the slope of a graph of accumulated micro-strain versus load
cycle. The micro-strain in 2000 and 3600 cycles were chosen since they are found in
Stage 2. CSS must be determined at Stage 2 of the accumulated axial strain against
load cycle graph, according to (British Standard, 2016) and according to a standard
from (PWD, 2008) CSS must be calculated at cycles 2000 and 3600. Figure 4.3
shows the creep strain slope value with percentage of crumb rubber.

0.35
0.342 0.343
0.34
Creep Strain Slope, CSS

0.33

A
0.321

TT
0.32 0.315

P
0.31

0.3
MINAH
NKU
0.29 0.287
TUN A
AN TU 0.28

STAKA
PERPU 0.27
0% 2% 4% 6% 8%
Crumb Rubber (%)

Figure 4.3: Creep Strain Slope Value with Crumb Rubber (%)

According to (Wang et al., 2019) the lower CSS value would reduce the
ability to resist permanent deformation. If the CSS of the mixtures is greater than
0.25, it indicates the rutting resistance of sample is poor (PWD, 2008). From the
result, CSS value for mixture that added 4% of crumb rubber was the lowest with
value of 0.287. This demonstrates that by adding 4% of crumb rubber in asphalt
mixture is very effective since the value is exceeding 0.25. The highest value of CSS
recorded in mixture that added with 8% of crumb rubber in asphalt mixture which is
0.343. This shows that the high of content crumb rubber is not suitable for asphalt
mixture because when the mixture is subjected to high temperature, the rubber will
expand since the properties of rubber itself is elastic and high thermal expansion. As
 35

a result, the evaluation CSS is useful and helpful for determining the permanent
deformation susceptibility of pavement.

4.5.3 Permanent Deformation Analysis

The permanent deformation on the sample as observed by LVDT during the dynamic
creep test conducted. The sample deformation was recorded for each cycle and the
overall deformation of each sample was calculated using a simple calculation. When
the road surface is subjected to the axle load from a vehicle, the permanent
deformation of the road pavement directly displays how the rutting is formed (Zhang
et al., 2021). The result of permanent deformation was shown and discussed in
Figure 4.4 below.

0.45 0.4231
0.4

A
0.3572

T
0.349
Permanent Deformation (mm)

T
0.35 0.3167

P
0.3

0.25 0.2304

MINAH
TUN A
0.2

TUNKU 0.15

AKAAN 0.1

ERPUST
P
0.05

0
0% 2% 4% 6% 8%
Crumb Rubber (%)

Figure 4.4: Permanent Deformation with Crumb Rubber (%)

According to the results of the permanent deformation shown in Figure 4.4,

the addition of 4% crumb rubber in asphalt mixture shown minimum value of
permanent deformation. Meanwhile, the highest value of permanent deformation
recorded on sample with 8% of crumb rubber compared to other sample with
different percentage of crumb rubber. High permanent deformation value was caused
by the value obtained in dynamic creep modulus and creep steady slope. It relates
with the softening value of the asphalt mixture modifier that were run in this study as
the addition of crumb rubber makes the mixture became more susceptible. It can be
concluded that the addition of 4% of crumb rubber resulted in permanent
 36

deformation value is the optimum addition of crumb rubber when subjected under
high traffic loading.

4.6 Summary

This chapter contains all of the data obtained from all tests conducted and discussed
in detail. In this study, the crucial phase was preparing the materials. Every material
utilised in this study must undergo a few tests to determine the properties of the
materials itself. Aggregates were very important in road pavement since their
function to overcome the permanent deformation in Marshall Mix Design. For this
study, size of aggregates used is 14mm and have been graded according to the
Marshall Gradation Limits. The optimum bitumen content was identified after
several tests conducted and can be used to prepare the sample. In summary, the
results of this test give general data that useful to identify in the early phases of

A
rutting behaviour, which was assessed from sample performance under repetitive

T
PT
loading. From the data obtained, an asphalt mixture with addition 4% of crumb

MIN H
rubber has a reduced permanent deformation and a higher creep modulus against
A
TUN A
rutting. Furthermore, adding 4% additional material of crumb rubber to the asphalt

UNKU
mixture can reduce the performance deformation. Besides, all results evaluated had
T
complied the requirement ofK
A A A N
ST
PWD standard.

P E R P U
 CHAPTER 5

CONCLUSION

5.1 Introduction

In this chapter, all the analysis and finding were summarized based on the results and
conclusion and comparison would be drawn thoroughly. This study was focusing on
determining the optimum bitumen content (OBC) and identifying the most effective

TTA
percentage addition of crumb rubber in asphalt mixture in order to resist the rutting

P
performance. Both objectives were successfully achieved by referring result obtained

M INAH
in tests conducted. The tests conducted included Aggregate Impact Value, Flakiness

T U N A
Test. T
Bitumen Content and Dynamic Creep N U NK U
and Elongation, Softening Point Test, Penetration Test, determining Optimum

T A K AA Moreover, few recommendations can be

S
PERPU
proposed for further studies.

5.2 Conclusion

Several conclusions were drawn based on the findings. Firstly, several tests were
conducted in order to determine the optimum bitumen content for crumb rubber
modified asphalt which are Marshall stability test and Bulk specific gravity test. The
increase in bitumen content contributed higher value of Bulk specific gravity.
Besides, among the investigated parameter, the percentage of air void content (VIM)
was the most crucial parameter that might influence the sample performance in
various types of testing. The results indicate that a higher bitumen percentage
contributed to a reduction in the amount of air void in the asphalt mixture. The
percentage of void filled with bitumen (VFB) and bitumen content were shown to
have a positive correlation, indicating that higher bitumen concentration lead to
 38

higher VFB. The ideal percentage for optimum bitumen content was determined after
analysing and comparing the acquired data to the PWD standard which is 5.4%.
The rutting resistance of rubberized asphalt mixture was investigated in this
study using the Dynamic creep test procedures as specified in British standard. Since
the rubberized asphalt mixture was mixed using a dry process, the time it took to
create the appropriate number of samples for testing was reduced. The usage of 4%
addition of crumb rubber in asphalt mixture had the greatest rutting resistance
compared to other with different percentage of crumb rubber. Sample with 0% of
crumb rubber or known as control mixture can be compared with 4% additional
crumb rubber, it is shown that crumb rubber can improve the performance of
conventional pavement.

5.3 Recommendations

A
Based on this study, several recommendations are suggested for further studies:

T
PT
i. The optimum bitumen content must be determined for each percentage of

MIN H
crumb rubber modified asphalt, as the composition of asphalt mixture.
A
TUN A
ii. Conduct additional testing to assess the overall performance of the crumb

U N KU
rubber modified asphalt, such as Indirect Tensile Strength (ITS), Indirect
T
A K A A Nand Indirect Tensile Fatigue (ITF).
iii.ER P U S T
Tensile Strength Modulus (ITSM)

P This study was conducted using laboratory samples. Nonetheless, a field

study to evaluate the performance of crumb rubber in HMA on the ground is
recommended.
 39

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 APPENDICES

APPENDIX A Aggregates Properties

Gradation Limit and Weight of Sample

Sieve size Limit Percentage Percentage Weight of the

(mm) (%) Passing (%) Retained (%) Sample (g)
14 90-100 95 5 55
10 76-86 81 14 154
5 50-62 56 25 275
3.35 40-54 47 9 99
1.18 18-34 26 21 231
0.425 12-24 18 8 88

A
0.150 6-14 10 8 88

TT
0.075 4-8 6 4 44

P
Pan - - 4 64.68
Filler (OPC) - - 2
MINAH
1.32
Total

N KU
100
TUN A 1100

andN
Flakiness A T U
STA K A Elongation test result

PERPU
Sieve Size Sample Passing Retained Flakiness Elongation
(mm) Weight (g) Weight (g) Weight (g) Index (%) Index (%)
20-14 2000 254 255 12.70 12.75
14-10 2000 311 228 15.55 11.40
10-5 2000 468 364 23.40 18.20
Average 17.22 14.12

Aggregate Impact Value test result

Sample Net Weight Before Crush (g) Net Weight Passing 2.36mm Sieve (g) AIV (%)
A 578.00 84.00 14.53
B 596.00 74.60 12.52
Average 13.53
 APPENDIX B Determining Optimum Bitumen Content

Stability with Bitumen (%)

18.50
18.00
17.50
Stability (kN)

17.00
16.50
16.00
15.50
15.00
3.50 4.00 4.50 5.00 5.50 6.00
Bitumen (%)

Figure B.1: Stability with Bitumen (%)

T
PTA AAN TUNKU
5.00
4.50
4.00
3.50
Flow with Bitumen (%)

TUN A
MINAH
Flow (mm)

USTAK 3.00

PERP 2.50
2.00
1.50
1.00
3.50 4.00 4.50 5.00 5.50 6.00
Bitumen (%)

Figure B.2: Flow with Bitumen (%)

 Stiffness with Bitumen (%)
12.00

11.00

10.00
Stiffness (kN/mm)
9.00

8.00

7.00

6.00

5.00
3.50 4.00 4.50 5.00 5.50 6.00 6.50
Bitumen (%)

Figure B.3: Stiffness with Bitumen (%)

Density with Bitumen (%)

A
2.30

TT
2.29

P
2.28
Density (g/cm3)

2.27

MINAH
TUN A
2.26

TUNKU 2.25

AKAAN 2.24

ERPUST 2.23

P 2.22
3.50 4.00 4.50 5.00 5.50 6.00 6.50
Bitumen (%)

Figure B.4: Density with Bitumen (%)

 VFB with Bitumen (%)

80.00
75.00
70.00
65.00
60.00
VFB (%)

55.00
50.00
45.00
40.00
35.00
30.00
3.50 4.00 4.50 5.00 5.50 6.00 6.50
Bitumen (%)

Figure B.5: VFD with Bitumen (%)

VTM with Bitumen (%)

A
9.00

TT
8.00

P
7.00
6.00

MINAH
VTM (%)

TUN A
5.00
4.00

TUNKU
AKAAN
3.00

ERPUST 2.00

P 1.00
0.00
3.50 4.00 4.50 5.00 5.50 6.00 6.50
Bitumen (%)

Figure B.6: VTM with Bitumen (%)

 Stiffness with Bitumen (%)
12.00

11.00

10.00
Stiffness (kN/mm)
9.00

8.00

7.00

6.00

5.00
3.50 4.00 4.50 5.00 5.50 6.00 6.50
Bitumen (%)

Figure B.7: Stiffness with Bitumen (%)

T
PTAPUSTAKAAN TUNKU TUN A
MINAH

PER