UNIVERSITI TEKNOLOGI MARA

MOISTURE SUSCEPTIBILITY
OF
ASPHALTIC CONCRETE
BY USING
RECYCLE CONSTRUCTION MATERIAL

NUR ANIS NAJIEHAH BINTI SUKIMAN

Bachelor of Engineering (Hons) Civil

August 2022
 AUTHOR’S DECLARATION

I declare that the work in this thesis was carried out in accordance with the regulations of
Universiti Teknologi MARA. It is original and is the results of my own work, unless otherwise
indicated or acknowledged as referenced work. This thesis has not been submitted to any other
academic institution or non-academic institution for any degree or qualification.

I, hereby, acknowledge that I have been supplied with the Academic Rules and Regulations for
Post Graduate, Universiti Teknologi MARA, regulating the conduct of my study and research.

Name of Student : Nur Anis Najiehah binti Sukiman

Student I.D. No. : 2020840226

Programme : Bachelor of Engineering (Hons) Civil

– EC220

Faculty : Civil Engineering

Research Title : Moisture Susceptibility of Asphaltic Concrete by using

Recycle Construction Material

Signature of Student : ……………………………………………..

Date : August 2022

ii
 ABSTRACT

Moisture susceptibility of asphaltic concrete is one of the factors that can leads to the
failure of pavement. This problem should be tested and identified to increase the performance
of the pavement in the future. To improve the pavement performance, the use of Recycled
Concrete Aggregate is added into asphalt concrete as an innovation. The aim of this study is to
evaluate the moisture susceptibility and the properties of Recycled Concrete Aggregate
modified asphalt concrete and compare with conventional mixes and. This study also analyses
the volumetric properties and optimum binder content of asphaltic concrete AC14 gradation
using Recycled Concrete Aggregate. There are several tests that will be conducted and the
values will be recorded and compared with JKR Specifications to ensure that all test passes the
requirements that stated by JKR. The tests for aggregate testing include Sieve Analysis,
Specific Gravity Test, Aggregate Impact Value Test and Los Angeles Abrasion Test. While for
bitumen PEN 60/70, Standard Penetration Test, Softening Point Test and Ductility Test will be
performed. In order to obtain volumetric properties and optimum binder content, Marshall Test
will be carried out. For moisture susceptibility performance test, Indirect Tensile Strength and
Tensile Strength Ratio will be identified using modified Lottman Test. The use of Recycled
Concrete Aggregate for pavements can lead to inferior performance compared to pavements
with virgin aggregates.

iii
 ACKNOWLEDGEMENT

Firstly, I wish to thank God for giving me the opportunity to embark on my degree and for
completing this long and challenging journey successfully. I would like to express my gratitude
to Allah S.W.T for giving me this opportunity to complete this final year project report entitled
Moisture Susceptibility of Asphaltic Concrete Using Recycled Construction Material.

Next, my gratefulness and thanks go to my supervisor, Assoc Prof Ir. Dr. Ahmad Kamil Arshad
for his patience and guidance throughout completing this report. This report will not be
completed without his kind and useful advices and supervision.

My appreciation goes to all lecturers for their helps and sharing regarding their knowledge
related to my topics. Special thanks to my colleagues and friends for helping me with this
project. Without their contribution towards me, I will not be able to complete my final year
project succesfully

Finally, this thesis is dedicated to my family especially my beloved mother and father for the
vision and determination to educate me. This piece of victory is dedicated to both of you.
Alhamdulilah.

iv
 TABLE OF CONTENTS

TITLE PAGE i
AUTHOR’S DECLARATION ii
ABSTRACT iii
ACKNOWLEDGEMENTS iv
TABLE OF CONTENTS v - vii
LIST OF TABLES viii
LIST OF FIGURES ix
LIST OF ABBREVIATIONS x - xi

CHAPTER 1 INTRODUCTION 1
2.1 1.1 Research Background 1
2.2 1.2 Problem Statement 3
2.3 1.3 Objectives 4
2.4 1.4 Scope and Limitation 4
2.5 1.5 Significance of Study 5

CHAPTER 2 LITERATURE REVIEW 7

2.1 Introduction 7
2.2 Type of Pavements 8
2.2.1 Flexible Pavement 8
2.2.2 Rigid Pavement 9
2.3 Asphaltic Concrete 10
2.3.1 Materials 10
2.3.2 Bitumen 12
2.4 Natural Rubber Latex 13
2.5 Asphaltic Concrete Using Recycled Concrete Aggregate 14
2.5.1 Types of Bitumen Mixing 14
2.5.2 Advantages of Using Recycled Concrete Aggregate 15

v
 2.6 Moisture Susceptibility of Asphaltic Concrete 16
2.7 Gap of Research 17

CHAPTER 3 METHODOLOGY 19
3.1 Introduction 19
3.2 Methodological Framework 20
3.3 Material Preparation 21
3.3.1 Aggregate 21
3.3.1.1 Sieve Analysis Test 22
3.3.1.2 Specific Gravity Test 24
3.3.1.3 Aggregate Impact Value (AIV) Test 25
3.3.1.4 Los Angeles (LA) Abrasion Test 26
3.3.2 Bitumen 27
3.3.2.1 Standard Penetration Test 27
3.3.2.2 Softening Point Test 28
3.3.3.3 Ductility Test 29
3.3.3 Marshall 30
3.4 Moisture Susceptibility Test 34
3. 5 Gantt Chart 36

CHAPTER 4 EXPECTED OUTCOME 37

4.1 Introduction 37
4.2 Preliminary Work Result 37
4.2.1 Physical Properties 37
4.3 Expected Outcomes 39
4.3.1 Optimum Binder Content 39
4.3.2 Moisture Susceptibility Performance Test 41
4.4 Conclusion 42

REFERENCES 44

vi
APPENDICES

vii
 LIST OF TABLES

Tables Title Pages

Table 2.1 Gradation Limits for Asphaltic Concrete 11

Table 2.2 The Gap of Research 17

Table 3.1 Standard Requirement Tests of Aggregate for HMA 21

Table 3.2 JKR Specification Sieve Analysis for HMA 23

Table 3.3 The Proportion of Natural Aggregate and RAP 33

Table 3.4 Design of Bitumen Content 33

Table 3.5 Test and Analysis Parameters 34

Table 4.1 The Properties of Natural Aggregate and RAP 38

Table 4.2 The Specific Gravity of Aggregate 38

Table 4.3 The Properties of Bitumen Test 39

Table 4.4 Optimum Binder Content for Controlled and Modified 40

Sample
Table 4.5 The Volumetric Properties for Controlled and Modified 40
Sample

viii
 LIST OF FIGURES

Figures Title Page

Figure 1.1 The Difference of Structural Element Between Flexible and 1
Rigid Pavements
Figure 2.1 The Cross Section of Flexible Pavement and Layer’s 9
Thickness
Figure 2.2 The Cross Section of Rigid Pavement 9
Figure 2.3 The Process of Bitumen Refinery 12
Figure 2.4 The Structure of Aggregates of SMA and HMA 15
Figure 3.1 The Flowchart of Methodology 20
Figure 3.2 The Apparatus for Sieve Analysis Test 23
Figure 3.3 The Apparatus for Specific Gravity Test 24
Figure 3.4 The Apparatus for Aggregate Impact Value Test 25
Figure 3.5 The Apparatus for Los Angeles Abrasion Test 26
Figure 3.6 The Apparatus for Standard Penetration Test for Bitumen 28
Figure 3.7 The Apparatus for Softening Point Test 29
Figure 3.8 The Ductility Testing Machine 30
Figure 3.9 Gantt Chart for This Research 36
Figure 4.1 Indirect Tensile Strength Test Result 41
Figure 4.2 Tensile Strength Ratio Result 42

ix
 LIST OF ABBREVIATIONS

Abbreviations

AASHTO American Association of State Highway and Transportation

AC Asphalt Wearing Course

AIV Aggregate Impact Value

ASTM American Society for Testing and Material

Gmb Bulk Specific Gravity for Aggregates

Gmm Theoretical Maximum Density

HMA Hot Mix Asphalt

ITS Indirect Tensile Strength

JKR Jabatan Kerja Raya

LA Los Angeles

NRL Natural Rubber Latex

OBC Optimum Binder Content

PEN Penetration

PWD Public Work Department

RAP Reclaimed Asphalt Pavement

RCA Recycled Concrete Aggregate

SG Specific Gravity

SMA Stone Matrix Asphalt

x
SSD Saturated Surface Dry

TSR Tensile Strength Ratio

VFB Void Filled with Bitumen

VIM Air Void in Mix

VMA Void in Mineral Aggregate

xi
 CHAPTER ONE

INTRODUCTION

1.1. RESEARCH BACKGROUND

The most important factors which are needed in the developing country are economics,
political and military. Each of them plays an important role in their respective roles,
however they are unable to perform their jobs well without effective communication
and transportation. Roads have been an important part of travelling from one place to
another since the origin of civilization. Roads are essential for commerce and trade.
They connect many locations and allow everyone easy access to goods and services.
In Malaysia, the major types of roads used are flexible pavement and a small part of
rigid pavement. Flexible pavement structure can bend and deflects due to traffic load
while rigid pavements are substantially stiffer than flexible pavement due to high
stiffness in PCC. The structure layers for flexible pavement consists of a series of
layers which are surface layer (wearing course, binder course) with the highest quality
materials, base, subbase, and subgrade. While for rigid pavement, the structure layers
consist of surface layer of Portland cement concrete with high flexural strength, base/
subbase (optional) and subgrade.

Figure 1.1 : The difference of structural element between flexible and rigid
pavements (Deloney, 2021b)

1
 Pavement consist of several layers containing aggregate, sand and bitumen
depending on the types of pavements. Road pavements, particularly flexible pavement,
do not last permanently. After a while, signs of wear will occur. Some pavement layers
may cause the early development of distress symptoms on the bituminous surface for
example rutting, cracking, faulting, bleeding and potholes as a consequence of some
impact. This might be caused by the everyday surroundings as well as the seasonal
changes temperature. These issues can be resolved by applying a modified bituminous
mix. A pre-planned bituminous mix design for pavement construction contributes to
the production of a mix that is practicable, resilient, robust, and cost-effective. The
perfect selection of materials for manufacture and construction has a major impact on
the sustainability of pavement construction. The material circularity principle attempts
to totally or substantially replace wastes or by-products for conventional aggregates
and fillers. According to research, recycled construction materials mainly recycled
concrete aggregate is still sufficiently strong for subgrade and subbase aggregate use
(Dhir et al., 2019).

According to research, by modifying asphalt mixes to accommodate waste

materials, reduced naturally mined resources are required, decreasing carbon
emissions and the environmental effect of the pavement industry (Loureiro et al.,
2022). Plus, recycling waste products also can reduce landfill volume and restricts the
disposal of waste generated from a variety of sources. The rutting resistance of asphalt
mixes is also generally improved by the recycled concrete aggregates. Within the last
ten years, a number of researchers have proposed strategies for processing and
incorporating recycled concrete aggregates into various types of asphalt mixtures.
Asphalt varieties include hot mix, warm mix, stone mastic, foamed asphalt mixes, and
emulsified asphalt mixtures. The major cause of the increased bitumen composition in
asphalt mixes has been attributed to recycled concrete particles' high porosity and
water absorption. (Loureiro et al., 2022).

In hot mix asphalt (HMA) pavements, moisture susceptibility is a primary cause

of distress. The HMA should just not reduces the performance as a result of moisture
penetrating the mixture. If the connection between the internal asphalt binder and the

2
 aggregate weakens in the presence of water, HMA mixes may be considered as
moisture-susceptible. In research from Nazal and Ismael, whenever recycled concrete
aggregate is used in hot mix asphalt, the mixture's elasticity modulus, asphalt film
thickness, and bulk density are all decreased, but the mixture's voids and stripping
potential are increased (2019).

1.2. PROBLEM STATEMENTS

Nowadays, urbanization and modernity have pushed all of civilization to rely on the
road as the primary method of travel from one location to another. Malaysia's
population growth has resulted in a rise in the number of modes of transportation used
today. The greater the load exerted by overloaded commercial vehicles, the greater the
effect on the road surface. If roads are not properly maintained, they may need to be
replaced or repaired after only a few years. That damage spreads swiftly over a road
system, resulting in rising expenses and a major financial effect on the economy and
population. The excessive water from the drainage that the pavement layer absorbs can
cause early degradation and structural damage.

Poor mixture durability is typically the consequence of moisture susceptibility.

According to research, it could result from the loss of the cohesive connection between
the binder and the aggregate, which is often caused on by moisture penetration (Pérez
& Pasandín, 2017). As a result of the water getting stuck between the asphalt and
aggregate during the initial mechanism, the aggregate is left without any bitumen film
coating. The second mechanism involves water's interaction with asphalt cement,
which lowers cohesion within the material. As a result, the strength of the asphalt
mixture will be significantly reduced. According to research, it was shown that the
mixes containing recycled concrete aggregate had higher dynamic modulus, a
distinctive and high-water absorption level, resulting in open graded and having a
significant possibility for stripping (Albayati et al., 2018). The capacity of recycled
asphalt concrete materials to endure environmental effects including water, ageing,
and changes in temperature without experiencing any substantial deterioration is seen
to be a crucial factor when deciding whether to recycle. Furthermore, this research also

3
 will be studied on the use of natural rubber latex to modified bitumen as to increase
the overall performance of the pavement. There is a high likelihood that the use of
latex-modified bitumen will improve the qualities of the asphalt mix, resulting in a
greater performance mix in terms of fatigue rather than resistance. Unfortunately, the
price of producing latex modified bitumen is greater than that of conventional bitumen.
As a result, using recycled concrete aggregate may help to reduce the overall cost of
producing asphalt mix. In this study, 50% of the coarse aggregate will be replaced with
recycled concrete aggregate.

1.3. OBJECTIVES

The purpose of this study is to investigate the performance of asphalt mix using natural
rubber modified bitumen and the use of recycled construction aggregates to partially
replaced the natural aggregates. The objective of this study are as follows:

i. To determine the properties of recycled concrete aggregates mixes with

bitumen and compared with conventional mixes and the optimum binder
content for asphaltic concrete AC14 gradation using a combination of new
aggregates and 50% of recycled concrete aggregates.

ii. To analyze and evaluate the moisture susceptibility behaviour of conventional

bitumen mix and asphaltic concrete using recycled construction aggregates.

1.4. SCOPE AND LIMITATION

The scope of study is to determine the properties and the optimum binder
content for recycled construction aggregate modified natural rubber bitumen
and compared with conventional mixtures. In this study, in order to determine
the volumetric characteristics of AC14 using a combination of new aggregates
and 50% of RCA, the Marshall Mix Design technique was carried out. Before
proceeding to the Marshall Mix Design Test, all materials, including as
aggregates and bitumen, must be physically tested. A Sieve Analysis, a Specific

4
 Gravity Test, an Aggregate Impact Value Test, and a Los Angeles Abrasion
Test are some of the tests that are performed while evaluating aggregate. While
for bitumen PEN 60/70, Standard Penetration Test, Softening Point Test and
Ductility Test will be performed. All of the results from the test then need to be
compared with the standard specifications from Jabatan Kerja Raya (JKR).
AC14 gradation as in JKR gradation for the asphalt mix. Bitumen grade
PEN60/70 will be used as a binder. Coarse and fine aggregate were taken from
Kajang Rock Quarry, Semenyih were used and added with 4%, 4.5%, 5%, 5.5%
and 6% of bitumen by weight. Recycled Construction Aggregates (RCA) will
be sourced from Concrete Engineering Laboratory from UiTM Shah Alam. All
testing will be done in Highway Engineering Laboratory UiTM Shah Alam. The
AC14 aggregate gradation applied in this study derives from the PWD
Malaysia's Standard Specification for Road Works. And for binder, bitumen
with penetration 60/70 and natural rubber modified bitumen with 5 % natural
rubber by weight will be sourced from TIPCO Asphalt Public Company. For
performance test of moisture susceptibility is being identified by using
machineries such as Superpave gyratory machine and Indirect Tensile Strength
(ITS) machine. While for determining optimum binder content value, Marshall
Mix Design Method will be used and the machineries will be used are Marshall
compactor machine, Hydraulic Jack and adaptor for Marshall stability, flow and
stability machine are used. Since the modified bitumen used in this study is
recycled construction materials, we mainly focused on materials which is
recycled construction aggregates. We also will be focused on wearing course.

1.5. SIGNIFICANCE STUDY

The properties of the road actually play a great influence on good quality of road. As
a result, all variables in any test must satisfy requirements and specifications in order
to provide excellent road performance. As an innovative approach that could be
implemented in Malaysia, the use of recycled concrete aggregate in asphaltic mixtures
can improve the durability and service life of pavement. Additionally, the use of
recycled concrete aggregates has the tendency to increase the rutting resistance of

5
asphalt mixes while simultaneously lowering their susceptibility to moisture.
Recycled asphalt concrete materials also can endure environmental effects including
water, ageing, and changes in temperature without experiencing any substantial
deterioration. There are economic and environmental advantages from using recycled
aggregates in roadway pavement. The use of natural rubber latex modified bitumen
and RCA is expected to provide cost- effective and better performing asphalt mixes
for road construction industry. The findings of this study will assist numerous highway
engineers and stakeholders, as well as road users and construction companies.
Moreover, the road condition will be smooth riding due to smooth surface pavement
and give satisfaction to road users.

6
 CHAPTER TWO
LITERATURE REVIEW

2.1. INTRODUCTION

Quality materials are required for the construction of new structures and installations.
It is one of the conditions for obtaining long-lasting and durable structures that will
serve society with earnest and integrity for many years. However, not all construction
materials are fully complied with the requirements. Many countries' development is
also followed by improvements in transportation infrastructure and, as a result, the
construction of new roads. This especially concerns road construction. Traditional
binders used in asphalt mixes no longer offer the required road durability due to
increased traffic and severe environmental conditions. In many situations, the durability
is two to three times that of the standard, resulting in additional expenses for unplanned,
unbudgeted repairs. As a result, it is important to modify its binder properties by adding
certain additives or modifiers. The use of modified bitumen is mainly for extending the
range of road operation temperatures as well as the strength of the pavement itself.

Moisture-induced asphalt pavement deterioration is a very complex mechanism

of distress that can causes the loss of stiffness and the structural strength of the mixture
and, finally, costly maintenance of the road pavement. The moisture susceptibility of
asphalt mixes can also cause rutting owing to strength reduction. Rutting is frequently
associated with some pavement bleeding, and the present of ravelling or sometimes
when the asphalt is stripped from traffic pumping. Moisture susceptibility is typically
related with a loss of adhesion between the asphalt binder and the aggregate, as well as
a loss of cohesiveness within the binder caused by the presence of water. To improve
the bitumen in asphalt concrete, some additives should be added and the bitumen should
be modified to avoid problems mentioned. The uses of recycled construction aggregates
in this research can improve the rutting resistance of asphalt mixtures and increasing
the strength and performance of the pavement.

7
2.2. TYPES OF PAVEMENTS

Pavement is a hard surface that is created by constructing it using surface materials

that give it resilience, strength, and durability. Pavement is a term used in the field of
civil engineering to refer to the hard, impermeable surface of a road. The primary
function of pavement is to transmit loads to subbase and subgrade soil. The goal of
road pavement is to give enough skin resistance, decent riding experience, low noise
pollution, acceptable light-reflective properties, and so on.

Generally, pavements that are widely used in Malaysia construction are divided
into two types, which are:
i. Flexible Pavement
ii. Rigid Pavement

2.2.1. FLEXIBLE PAVEMENT

Flexible pavement is constructed with multiple layers such as surface course,

base course, subbase course and subgrade course. The surface layer is made of
asphalt material. In flexible pavements, the wheel load will be transferred to the
underneath layers by grain-to-grain switches by points of contact in the granular
structure. This type of road pavements has less structural strength and act like
flexible sheets. Bituminous pavement is one of the example types of widely
used pavement nowadays. The pavement is being stressed by the wheel loads
of passing vehicles at this location; however, the force of the stress is being
spread across a larger area of contact as the depth increases. The layers of the
flexible pavement will be determined based on the vehicular loads. The
application of the highest compressive stress is needed to produce a higher
quality flexible pavement, however low-quality material is given at the bottom
portion.

8
 Figure 2.1 : Cross Section of Flexible Pavement and Layer’s Thickness
(Discoveries, 2019)

2.2.2. RIGID PAVEMENT

Rigid pavement consists of surface layer, base/subbase layer and subgrade

layer. For surface layer of rigid pavements are made of a mix of aggregate and
Portland cement in the form of a concrete slab. In a rigid pavement, the
vehicular loads are transferred to the sub-soil by flexural strength as these rigid
pavements provide adequate flexural strength to distribute the wheel load across
a broad area. This kind of pavement functions as a rigid plate and, like cement
concrete pavement, has a longer lifetime and greater durability. These kinds of
pavements, as opposed to flexible pavements, are installed vertically on a
prepared subgrade and a layer of stable or granular materials. It is known as the
base or sub-base course because there is just one layer of material between the
concrete and the sub-grade. The pavement construction disperses the load
across a large area with just one or two structural layers because of its relative
stiffness.

Figure 2.2 : Cross Section of Rigid Pavement (The Constructor, n.d.)

9
2.3. ASPHALTIC CONCRETE

Bituminous concrete, commonly referred to as asphaltic concrete, is a specified

admixture of crushed stone or crushed gravel, stone chips or sand, mineral powder,
and other ingredients with a certain amount of road asphalt components. The asphalt
concrete has greater mechanical qualities compared to the standard cement concrete,
and asphalt concrete pavement has a higher load capacity, plastic deformation ability
and good adhesion. A method of classifying aggregate for use in concrete and other
uses is sieve analysis.

2.3.1. MATERIALS

The most important material in asphaltic concrete is aggregates. When

combined with a hydraulic cementing material, aggregate which may take the
form of sand, gravel, or crushed stone that is used to create concrete or mortar.
Aggregates are commonly obtained by crushing naturally occurring rock. The
source rock, which might be igneous, sedimentary, or metamorphic, determines
the characteristics of the aggregates. Testing is used to determine aggregates'
suitability for different purposes.

In this study, the type of aggregate used is crusher run which is typically
manufactured from limestone or granite. Due to its flexibility, it is frequently
used in the construction industry. The material is produced when granite is
processed using a crushing machine in the form of dust. The quarry's blasting
operations provide the raw material. Before going on to the sizing procedure,
the material is then delivered for crushing to minimize size.

In asphaltic concrete, aggregate used consists of coarse aggregates, fine

aggregates and mineral filler. To fulfil the void in the mixture, various size of
aggregates needs to be added in the mixtures. This is performed to enhance the
bituminous mixture's interlock. To increase the mixture's density and strength,
mineral filler is required. The combined gradation of coarse aggregates, fine

10
aggregates, and mineral filler will all be in accordance with PWD's Standard
Specification for Road Work. The mix designation of AC14 wearing course will
be used in this study. Gradation is important in determining properties such as
stiffness, stability, workability, durability, permeability, fatigue resistance,
frictional resistance and moisture damage.

Table 2.1 : Gradation Limits for Asphaltic Concrete (Jabatan Kerja Raya,
2008)
Mix Type Wearing Course Binder Course
Mix
AC10 AC14 AC28
Designation
BS Sieve Size Percentage Passing by Weight
28.0 100
20.0 100 72 – 90
14.0 100 90 – 100 58 – 76
10.0 90 – 100 76 – 86 48 – 64
5.0 58 – 72 50 – 62 30 – 46
3.35 48 – 64 40 -54 24 – 40
1.18 22 – 40 18 – 34 14 – 28
0.425 12 – 26 12 – 24 8 – 20
0.150 6 – 14 6 – 14 4 – 10
0.075 4–8 4–8 3–7

Another material in asphaltic concrete is bituminous materials.

Bituminous materials have been known and used in road construction since
ancient times. Bitumen binder used in this study is 60 – 70 penetration grades
of bitumen. Even though coarse aggregates are the primary load-bearing
component of a pavement, bitumen or asphalt also plays an important function
in transferring traffic loads to layers underneath.

11
2.3.2. BITUMEN

Bitumen is used in road construction because of its distinct features and benefits
over other pavement materials. Bitumen can maintain the road surface and
protect it from damage and cracks. Bitumen is classified into different types:
cutback bitumen, bitumen emulsion, and modified bitumen. Cutback bitumen
is a form of bitumen that has had its viscosity temporarily decreased by the
addition of a volatile oil. In road construction, the material must be fluid in
nature throughout the laying process, i.e., surface dressing. It is also critical that
the material recovers its original hardness and characteristics after setting.
Bitumen emulsion is a two-phase system composed of two immiscible liquids.
One of them is disseminated in the other liquid as tiny globules. When discrete
globules of bitumen are dispersed in a continuous form of water, bitumen
emulsion is formed. This is a sort of penetration grade bitumen that is
manufactured and laid. Polymer modified bitumen is a form of bitumen
produced by modifying the strength and rheological characteristics of
penetration graded bitumen. As in this study, we use recycled construction
materials which is aggregate as modifier in the bitumen.

The process in producing bitumen involve many stages. During the

refining process, bitumen may be synthesized by isolating lighter fractions from
crude oil, or it can be found naturally in seeps and oil sands. Naturally, occurring
bitumen deposits can be discovered at the bottom of ancient lakes, where extinct
species have decomposed and been subjected to heat and pressure.

Figure 2.3 : The Process of Bitumen Refinery (Bitumen | Daily Star Co., Ltd.,
n.d.)
12
2.4. NATURAL RUBBER LATEX

Natural rubber is created by extracting the latex sap of rubber plants. Natural rubber is
tough and flexible, but it includes impurities and is susceptible to weather conditions
and hydrocarbons. Natural rubber is one of the most flexible types of rubber, and it
resists water and certain chemicals. Natural rubber can be utilised in applications that
require excellent wear and heat resistance.

Natural rubber latex is suitable for modifier used as it is affordable and easy to
access as Malaysia is one of the countries that produce rubber as its natural resources.
One of the most polymers that is used for modifier is thermoplastic elastomers due to
its lower in prices. In the road pavement, the uses of natural rubber latex as bitumen
modifier can improve rutting and fatigue resistance as well as durability and strength
of asphaltic concrete pavements. According to research, it is founded that natural
rubber latex modified bitumen can increase the service life of road pavement and
improve overall performance (Al-Sabaeei et al., 2019).

The improvement of rutting and fatigue resistance of asphalt pavements were among
the benefits of adding natural rubber powder, but it also had certain limitations, such
as high mixing temperatures and extended mixing times of up to two hours. Because
natural rubber latex has well-dispersed rubber particles, it may be possible to prevent
such inconveniences when using natural rubber latex. Improved resistance to rutting
and thermal cracking of asphalt pavements are only two of the advantages discovered
when utilizing natural rubber latex as a binder modifier in asphalt (Wen et al., 2015).

2.5. ASPHALTIC CONCRETE USING RECYCLED CONSTRUCTION

MATERIAL

Several researchers have identified certain methods for processing and using recycled
concrete aggregates in various kinds of asphalt combinations throughout the previous
decade, particularly hot mix asphalt, warm mix asphalt, stone mastic asphalt, foamed
13
asphalt mixtures, and emulsified asphalt mixtures. The primary cause of the increased
bitumen concentration in asphalt mixes has been attributed to recycled concrete
particles' high permeability and water absorption. Some recycled aggregate fractions,
however, often contain a high proportion of angular and rough-textured particles.
Marshall flow generally decreases while Marshall stability generally increases.

The recycled aggregate is a complicated mixture of raw stones, sand and slag
covered in mortar, and a small amount of detritus. When compared to natural
aggregate, recycled aggregate has a higher crushing loss. Every day, demolished
constructions generate a large amount of garbage, with 90% of this material ending up
in landfills. A study in Kuwait stated that all samples using demolished building waste
passed the standard requirements using Marshall test. While some researchers in Spain
investigated mechanical performances of unbound recycled aggregate were within
acceptable limits (Rahman et al., 2020).

2.5.1. TYPES OF BITUMEN MIXING

Asphalt concrete is a bitumen and aggregate mixture. Based on the gradation of

the aggregates, asphalt concrete mixes are divided into two major categories:
hot mix asphalt (HMA) and stone mastic asphalt (SMA) (Rahman et al., 2020).
Hot mix asphalt (HMA) is divided into two which are dense-graded and open
graded. Dense-graded HMA is most widely utilised in the road paving industries
and is suited for all traffic conditions. Meanwhile, because of its increased void
ratio and permeability, open-graded HMA is commonly applied for drainage
layers.

14
 Figure 2.4 : The Structure of Aggregates of SMA and HMA. (Rahman et al.,
2020)

2.5.2. ADVANTAGES OF USING RECYCLED CONSTRUCTION

AGGREGATES

Recycled aggregates are mostly made out of demolition and construction debris
such as sand, gravel, crushed stone, and asphalt. According to research, the use
of recycled aggregates in construction industry can improve the strength and
durability of the pavement (Rao et al., 2007). One of the most significant
benefits of recycled aggregates is their low in cost. Because it has been used in
past projects, recycled aggregate is less costly to produce than raw materials.
The recycled aggregate is also available locally so the transportation cost is
small. Furthermore, recycled aggregate has a reliable structure just as strong as
traditional aggregate. Recycled aggregates, on the other hand, are extremely
durable and have a long lifespan when combined with concrete or cement.
Furthermore, repurposed aggregate is adaptable and may be used in a variety of
applications. The sort of aggregate used will vary based on the work, but there
are several options available to be applied. The recycled aggregate is also eco-
friendly. In comparison to other building materials, recycled aggregates are far
less harmful since they do not emit pollutants as by-products.

15
2.6. MOISTURE SUSCEPTIBILITY OF ASPHALTIC CONCRETE

Moisture susceptibility of asphalt mixes, commonly known as stripping, has long been
recognized as the most significant performance factor determining the durability of
asphalt pavements. The loss of adhesion between the asphalt binder and the aggregate,
including the loss of cohesiveness within the binder due to the presence of water, are
the primary causes of moisture susceptibility. Ravelling, localised potholes, fatigue
cracking, rutting, and bleeding are all symptoms of moisture susceptibility in
pavements.

The remaining moisture in the aggregate after it has been produced through the
mixing plant is another production-related variable that may impact the stripping
resistance of a mixture. After-drying aggregates with residual moisture may affect the
adherence of the asphalt binder to the aggregate surface. The asphalt binder may alter
the moisture susceptibility of the mixture because it influences both the adherence of
the aggregate particles and the cohesiveness of the asphalt binder.

Layer thickness, viscosity, chemical composition, weathering, and surface

energy are the main asphalt binder characteristics that determine moisture
susceptibility. The cohesive tensile strength of asphalt binder films is lower for thicker
films, whereas the adhesive tensile strength of thinner films is lower. Consequently, it
is imperative that the aggregate be well covered with asphalt binder.

In general, qualitative and quantitative research approaches are used to assess

the moisture susceptibility of asphalt mixes. When assessing the sensitivity to moisture
in loose asphalt mixtures, qualitative tests like the static immersion and boiling test are
often used. While for quantitative test such as modified Lottman test which is evaluated
by comparing the ratio of conditioned and unconditioned of mechanical properties.

16
2.7. GAP OF RESEARCH

Table 2.2 : The Gap of Research in this Study.

No. Author Year Topic Description
1. Aboelkasim 2017 Moisture This research showed different
Diab, Susceptibility of causes of moisture susceptibility and
Dharamveer Asphalt Mixes: A proposed situations for evaluating
Singh, Jorge C. Literature Review moisture susceptibility, as well as
Pais effective damage control approaches.

2. I. Perez, A. R. 2017 Moisture damage This research showed the reuse of

Pasandin resistance of hot- construction and demolition waste as
mix asphalt made recycled aggregate for manufactured
with recycled of Hot Mix Asphalt (HMA) and the
concrete performance of HMA made with
aggregates and recycled construction aggregates.
crumb rubber
3. Mohammed 2019 Evaluation the This research focused on the
Qadir Ismael, Moisture efficiency of using the waste material
Hala Hamza Susceptibility of of demolished concrete that can
Nazal Asphalt Mixtures withstand the effect of moisture in
containing pavement.
Concrete Waste
Materials.
4. Ravindra K. 2019 Use of Recycled This chapter evaluates the
Dhir OBE, Aggregates in acceptability of several types of
Jorge de Brito, Road Pavement recycled aggregates (RA), with a
Rui V. Silva, Applications particular emphasis on recycled
Chao Qun Lye concrete aggregate (RCA), in road
pavement applications, and discusses
their possible usage in unbound,

17
 hydraulically bound, and bituminous
bound forms.
5. Nur Izzi Md 2019 A Review Using This research shows the types and
Yusoff, Muslich Natural Rubber in properties of natural rubber as well as
Sutanto, The Modification the effects of natural rubber on
Abdulnaser Al- of Bitumen and physical, mechanical and rheological
Sabaeei, Asphalt Mixtures properties of bitumen.
Madzlan Napiah Used for Road
Construction.
6. Md Tareq 2020 Recycling of This research showed an overview of
Rahman, Abbas Waste Materials waste products and their use in
Mohajerani, for Asphalt asphalt concrete and bitumen and
Filipino Concrete and sustainable ways to manage and
Giustozzi Bitumen recycle waste materials.

18
 CHAPTER 3
METHODOLOGY
3.1. INTRODUCTION

This chapter sets out the research plan and technique that will be used to conduct the
study. A desk study will be conducted in order to comprehend the related methodology
to be used, and all relevant data will be collected. All techniques and processes during
laboratory work will specifically based on Jabatan Kerja Raya (JKR) specification
which is JKR/SPJ/2008, the American Society for Testing and Materials (ASTM) and
American Association of State Highway and Transportation Officials (AASHTO).

A variety of experiments and testing will be undertaken for bitumen, aggregates,

and moisture susceptibility in order to accomplish the objectives of this study. This
study's data laboratory test values and findings will be compared to these criteria and
requirements. There are several tests that will be conducted and the values will be
recorded and compared with JKR Specifications to ensure that all test passes the
requirements that stated by JKR. The tests for aggregate testing include Sieve Analysis,
Specific Gravity Test, Aggregate Impact Value Test and Los Angeles Abrasion Test.
While for bitumen PEN 60/70, Standard Penetration Test, Softening Point Test and
Ductility Test will be performed. All tests will be carried out using suitable apparatus
and machines for both conventional and NRL with RCA sample. As a consequence,
for upcoming pavement in the highway construction industry, high quality pavement
with durability and sturdiness will be produced.

19
3.2. METHODOLOGICAL FRAMEWORK

Problem Identification

Literature Review

Material Selection

Material Characterization

Aggregate Test Recycled Concrete Bitumen Test

Aggregate
1. Standard
1. Sieve Analysis 1. Concrete Penetration Test
Test crushing using
Jaw Crusher
2. Softening Point
2. Specific Gravity Test
Test Machine.
3. Ductility Test
3. Aggregate Impact
Value (AIV Test) New Aggregate
4. Los Angeles (LA)
Abrasion Test

Mixture Preparation

Mixture Design

Marshall Test

Optimum Binder Content Evaluation

Moisture Susceptibility Test

Data Analysis

Conclusion & Recommendation

Figure 3.1 : The Flowchart of Methodology for this Study

20
3.3. MATERIAL PREPARATION

The aggregates that will be used in this researched are from Kajang Rock Quarrry,
Semenyih. RCA will be sourced from Concrete Engineering Laboratory in UiTM Shah
Alam. Bitumen grade PEN60/70 will be used as binder.

3.3.1. AGGREGATE

For this study, fine and coarse aggregate of ACW14 is selected to produce a
good performance of asphaltic concrete. Aggregates play a vital role in the
construction of pavement. Aggregates can affect the most important properties
of HMA such as stiffness, stability, workability and moisture susceptibility.
They may connect with binder and have a high load transfer capacity to
subgrade soil. Aggregates have diverse qualities that are examined separately
using several sorts of tests for pavement construction. The aggregates are being
test based on the Malaysia standard requirement provided.

Table 3.1 : Standard Requirement Tests of Aggregate for HMA

Characteristics Test Malaysian Requirement
MS-30,
Hardness/Toughness ACV < 30, LAAV < 40
ASTM C131
Soundness AASHTO T104 Loss < 12%
Shape & Texture MS-30 FI < 30, > 80% fractures
Polishing resistance MS-30 PSV > 40
Stripping resistance AASHTO T182 Coated > 95%
Specific gravity & Water
MS-30 WA < 2%
Abs
Minimum & maximum depends
Gradation & size BS 1377
on use

21
 Free from dust, clay, vegetative
Cleanliness & deleterious and organic, and deleterious
BS 1377
material substances
PI < 6%

3.3.1.1. Sieve Analysis Test

A test known as a sieve analysis is performed to establish the gradation

and particle size of both fine and coarse aggregates. For this test, a
suitable IS Sieve is used to properly sieve the collected sample
aggregates in order to measure the particle size.

The first step is to sort the sieves in decreasing order from the
minimum to the maximum size needed for the task at hand. Keep the
sieve with the biggest opening on top and the one with the smallest hole
at the bottom. Following that, the assembled sieve will be placed on the
mechanical shaker and shaken violently for at least two minutes. After
then, the proportion of aggregate that passes through will be determined
by the amount of aggregate that remains on each sieve. The formula to
calculate the percentage of retained is as follows:
𝑾𝒆𝒊𝒈𝒉𝒕 𝒓𝒆𝒕𝒂𝒊𝒏𝒆𝒅
% Retained = x 100
𝑻𝒐𝒕𝒂𝒍 𝒘𝒆𝒊𝒈𝒉𝒕

22
 Table 3.2 : JKR Specification Sieve Analysis for HMA (JKR, 2008)
Mix Type Wearing Course Binder Course
Mix
AC10 AC14 AC28
Designation
BS Sieve Size Percentage Passing by Weight
28.0 100
20.0 100 72 – 90
14.0 100 90 – 100 58 – 76
10.0 90 – 100 76 – 86 48 – 64
5.0 58 – 72 50 – 62 30 – 46
3.35 48 – 64 40 -54 24 – 40
1.18 22 – 40 18 – 34 14 – 28
0.425 12 – 26 12 – 24 8 – 20
0.150 6 – 14 6 – 14 4 – 10
0.075 4–8 4–8 3–7

Figure 3.2 : The Apparatus for Sieve Analysis Test

23
3.3.1.2. Specific Gravity Test

The specific gravity usually indicates the strength and quality of

material. Aggregates are put through a test called the specific gravity
test in order to determine their level of durability and overall quality.

In the first step of the process for producing coarse aggregate,

the aggregates will first be given a comprehensive washing to remove
any fine particles and dust that may be present on the surface. The
aggregates will then be put in a wire basket and submerged in distilled
water between 22 and 32 oC. As the aggregate is submerged in water for
24 hours, the trapped air will be released. After then, the weight of the
aggregates will be determined. The aggregates will be surface dried by
being spread out on dry clothing until the moisture content reaches a
reasonable limit for handling. The aggregate will next be weighted with
a saturated dry surface condition. Next, the aggregates will be spread out
on a shallow baking sheet and baked at 100 to 110 oC for 24 hours. The
aggregates will be measured and weighted after they have cooled in an
airtight container. To calculated the specific gravity using the equation
as followed:
Specific Gravity = [W1 / (W2 – W3)] x 100
Where;
W1 = Weight of oven-dry specimen
W2 = Weight of saturated surface-dry specimen
W3 = Weight of saturated sample

Figure 3.3 : The Apparatus for Specific Gravity Test

24
3.3.1.3. Aggregate Impact Value (AIV) Test

The aggregate impact value test will be used to determine the reaction
of aggregates to various types of loads that they will sustain over their
serviceability. It is the capacity of aggregates to sustain a rapid impact
or shock load. It may also be referred to as the aggregate's resistance to
failure brought on by the impact load.

The aggregate sample is first passed through a 12.5 mm sieve,

and the residual material in 10mm sieve is collected. After that, the
sample has to be dried in the oven for up to 4 hours at temperatures
between 100 and 110 oC. After that, the aggregate sample will be layered
in the metal cup in three separate layers, and the tamping rod will be
used to compress each of those layers a total of 25 times. Using a knife
or spatula, any extra sample will be removed. After that is complete,
weighting will be applied to the whole sample. The sample will then be
carefully tamped into a metal cup after being filled with it. The metal
cup will be placed in the impact machine on its side, horizontally, and
secured into place to prevent it from moving. From a vertical height of
380 mm, the hammer will be dropped for 15 strikes. After removing the
sample from the machine, it will be sieved using a 2.36mm sieve.

Figure 3.4 : The Apparatus for Aggregate Impact Value Test

25
3.3.1.4. Los Angeles (LA) Abrasion Test

The Los Angeles (LA) abrasion test is a typical method for measuring
aggregate toughness and abrasion characteristics. In order to make high-
quality HMA, it is essential that the aggregate has good abrasion
qualities that allow it to resist crushing, degradation, and disintegration.
The Los Angeles test analyses the degradation of standard-grade mineral
aggregates produced by a combination of processes, including abrasion
or attrition, impact, and grinding, in a spinning steel drum containing a
predetermined number of steel spheres.

In order to conduct the LA Abrasion Test, the sample that has

been produced will be loaded into an abrasion-testing equipment. After
that, a certain quantity of steel spheres will be inserted into the
apparatus, and the drum will be turned for a total of 500 revolutions at a
speed ranging from 30 to 33 revolutions per minute (RPM). The material
will be divided into two parts: sample passing 1.70 mm sieve and sample
not passing 1.70 mm sieve. For 24 hours at 105–110 oC, the sample will
be cleaned and dried in the oven. After allowing the sample to cool at
room temperature, it will be weighed precisely to the nearest gramme.

Figure 3.5 : The Apparatus for Los Angeles Abrasion Test

26
3.3.2. BITUMEN

Bitumen is another name for asphalt. Asphalt is a thick, sticky liquid that comes
from natural sources such as crude petroleum. Bitumen is defined as a binding
material used in the pavement to bind the aggregates together and provide a
certain strength to the road. The different materials used such as tar, asphalt and
recycled construction aggregate is to be observed for this test specifications.
Bituminous pavements are built in layers such as base, binder, and face course.
These layers are composed of different materials and fulfil various purposes in
bituminous pavements. To understand the performance of the bitumen when it
is on service, the design of physical properties of the material is highly essential.
The standard testing methods will be carried out to grade bitumen.

3.3.2.1. Standard Penetration Test

To determine the hardness, softness, and consistency of bitumen, a

standard penetration test will be carried out. Bitumen is often put
through a penetration test, in which a steel needle with a weight of
100gm is inserted into the material for 5 seconds at 25oC when it is in a
semi-solid condition.

First, the bitumen will be heated for 15 to 20 minutes until soft

at a temperature of 75 to 100 oC, then it will be allowed to cool at room
temperature. Make sure that the specimen is in liquid state and free from
air bubbles. The bitumen sample will be put in a steel container with the
needle touching the top surface. Once the first reading has been
obtained, the automated timer will start and run for 5 seconds. The
needle will be penetrated into the sample with load with 100g weight.
Make sure that the needle will be positioned 90 o to the flat sample
surface.

27
 Figure 3.6 : The apparatus for Standard Penetration Test for Bitumen

3.3.2.2. Softening Point Test

The softening point aids in determining the maximum temperature to

which bitumen may be heated for various road usage purposes.
Bitumen's consistency will be measured using a Softening Point Test.
Through this test, it is possible to determine the exact temperature at
which bitumen begins to soften.

Initially, the sample will be heated to between 75 and 100 oC

while being swirled to ensure that all of the air bubbles have been
removed and the material has fully melted into a liquid. The hot sample
will then be put into heated ring moulds. Once the rings, thermometer,
and ball centering guide have been assembled, a 102-108 mm deep pool
of hot water will be placed in the device. For 15 minutes, a temperature
of 5 oC will be maintained in the water bath. The balls will then be
positioned on the ball centering guide. The stirrer will be adjusted as the
glass beaker with the distilled water is put on the hotplate. As the water
in the bath is heated to the desired temperature, the thermometer will be
inserted. The beaker will be heated consistently at a rate of 4.5–5.5
o
C/min. The beaker then will be stirred continuously to make sure that
the water will be heated uniformly. The heating will be continued until
the bitumen softens and the ball move down due to its weight. As soon

28
 as the specimen enclosing the ball makes contact with the base plate, the
temperature will be taken.

Figure 3.7 : The Apparatus for Softening Point Test.

3.3.2.3. Ductility Test

Bitumen samples will be subjected to a ductility test to determine their

adhesive and elastic capabilities. Before bitumen can be utilised in the
building of roads, it must first undergo the Ductility Test of Bitumen.
The ductility test will establish how much bitumen can be stretched
when heated below its softening point.

For sample preparation, the bitumen sample firstly will be heated

to a temperature of 75 – 100oC and allow the bitumen to melt into a
liquid form and free from air bubbles. For specimen testing, the brass
plate and sample will be placed in a water bath for less than 100 minutes
at a temperature of 27oC. At the ductility machine, the briquette will be
detached from the base plate and the sample will be fastened to the plate.
Both clips of the mould will be linked to the ductility machine, but one
clip will be attached to the moving component and the other clip will be
attached to the stationary part. The screw will be tightened and the initial

29
 reading will be taken. The ductility machine will be switched on and the
gear will be adjusted so that the movable part moves at the speed of 50
mm/min. The clips will then be separated horizontally and swiftly until
the test briquette specimen ruptures. Measure the distance between the
clips when the specimen is ruptured.

Figure 3.8 : The Ductility Testing Machine

3.3.3. MARSHALL

The design process's main objective is to determine the optimal bitumen content
(OBC) of each asphaltic mixture. First before asphalt mixtures are produced and
set on the road, the aggregate and binder types are typically will be examined
for quality and requirements. All the compacted specimens are subjected to the
following test:
i. Bulk specific gravity determination test (ASTM D 2726)
ii. Stability and flow test
iii. Calculation of volumetric properties
iv. Determination of mean optimum binder content (OBC)

i. Bulk specific gravity determination test (ASTM D 2726)

The bulk specific gravity is defined as the ratio of the weight in air of a unit
volume of a compacted specimen of HMA (including permeability voids) at
a specified temperature to the weight of an equivalent volume of water at a

30
 stated temperature. This ratio is referred to as the weight in air of a unit
volume.

When the sample is brought down to room temperature, the dry mass is
measured and denoted as A. The sample will then be soaked for 3 to 5
minutes in a 25°C water bath. While submerged in water at 25 oC, the
sample will be put in a basket and its mass will be calculated to the closest
0.1g as C. The saturated specimen that has been submerged in water will be
taken out of the water bath and dried as rapidly as possible using a moist
absorbent towel. After that, the specimen will be weighed and marked as B.
The bulk specific gravity can be calculated by using the following equation;
𝑨
Bulk Specific Gravity, Gmb =
𝑩−𝑪
Where;
A = mass of specimen in air (g)
B = saturated surface dry (SSD) mass (g)
C = mass of specimen in water (g)

ii. Stability and flow test

For the Marshall Mix design procedure, the Marshall Flow and Stability test
gives a performance prediction parameter. The diameter of the sample is
101.6 mm and its nominal thickness is 63.5 mm. After the specimens have
been prepared in accordance with the Standard, they will either be baked for
two hours at 60 oC or submerged in water for 30 to 40 minutes. The testing
heads and guide rods will be meticulously cleaned and kept between 21.1
and 37.8 oC. A sample will be taken, after which it will be put in the Marshall
Stability and Flow machine with the flow metre set to zero. When the
maximum load has been reached, the strain rate will remain at 50.8 mm/min.
The maximum force and flow rate will be recorded.

31
iii. Calculation of volumetric properties

a) Bulk Specific Gravity

𝒘𝒆𝒊𝒈𝒉𝒕 𝒐𝒇 𝒂𝒊𝒓
Gmb =
𝒘𝒆𝒊𝒈𝒉𝒕 𝒐𝒇 𝑺𝑺𝑫−𝒘𝒆𝒊𝒈𝒉𝒕 𝒐𝒇 𝒘𝒂𝒕𝒆𝒓
b) Percentage of voids
𝑮𝒎𝒃
% Av = (1 - ) x 100
𝑮𝒎𝒎
c) Percentage of bitumen
% 𝒃𝒊𝒕𝒖𝒎𝒆𝒏 𝒙 𝑮𝒎𝒃
% Bit = ( ) x 100
𝑺𝑮 𝒃𝒊𝒕𝒖𝒎𝒆𝒏
d) Percentage of aggregate
% agg = 100 – %bit – %Av
e) Specific gravity of aggregate
(𝟏𝟎𝟎−%𝒃𝒊𝒕)𝒙 𝑮𝒎𝒃
SGagg =
𝑺𝑮𝒃𝒊𝒕
f) Voids in mineral aggregates
VMA = 100 – %Agg
g) Voids fill in aggregates
𝑽𝑴𝑨−%𝑨𝒗
VFA = 100 – ( )
%𝑨𝒗

iv. Determination of mean optimum binder content (OBC)

In order to calculate the mean optimum binder content, the findings from a
number of separate experiments will be merged. In order to determine the
mean value of the optimum binder content, the graphs representing each
value will be plotted. The graphs are as follows:
i. Bulk specific gravity Vs bitumen content
ii. Percentage of air void Vs bitumen content
iii. Percentage of voids in aggregate filled with bitumen Vs bitumen
content
iv. Stability Vs bitumen content
v. Flow Vs bitumen content
vi. Stiffness Vs bitumen content

32
In this study, it is reported that asphalt mixes including RCA are ideal for
flexible pavement surface. According to research, it was concluded that neither
the gradation of RCA nor the proportion of RCA in the mixture influenced the
stability/flow ratios of the mixes within 50% of RCA replacement (Nwakaire et
al., 2020). Hence, 50% of the RCA will be replaced.

Table 3.3 : The Proportion of Natural Aggregate and RCA for Marshall Test

GRADATION
VIRGIN
MIX DESIGN BS USED : AC14 RCA
AGGREGATE
SIEVE (mm) % % (%)
(%)
Passing Retained
20.0 100 0 - -

14.0 95 5 2.5 2.5

10.0 81 14 7.0 7.0

5.0 56 25 12.5 12.5

3.35 47 9 9 0

1.18 26 21 21 0

0.425 18 8 8 0

0.150 10 8 8 0

0.075 6 4 4 0

The common design of bitumen content based on PWD Malaysia’s specification

Table 3.4 : Design of Bitumen Contents (JKR/SPJ/2008-S4)

Mix Types Bitumen Contents (%)

AC10 – Wearing Course 5.0 – 7.0
AC14 – Wearing Course 4.0 – 6.0
AC28 – Binder Course 3.5 – 5.5
The value for the test and analysis needs to be compared to PWD Malaysia’s
specification.

33
 Table 3.5 : Test and Analysis Parameters (JKR/SPJ/2008-S4)

PARAMETER WEARING COURSE BINDER COURSE

Stability >8000 N >8000 N
Flow 2.0-4.0 mm 2.0-4.0 mm
Stiffness >2000 N/mm >2000 N/mm
Air voids in mix (VIM) 3.0-5.0 % 3.0-7.0 %
Voids in aggregate filled
70-80% 65-75%
with bitumen (VFB)

3.4. MOISTURE SUSCEPTIBILITY TEST

In general, moisture susceptibility tests evaluate the HMA mixture's resistance to moisture
damage from all sources rather than examining specific causes. The Modified Lottman
Test is the conventional approach that is used to evaluate the resistance of HMA to the
moisture susceptibility (AASHTO T283). The first step is to use a Superpave Gyratory
Compactor to get the samples as dense as possible while maintaining a 7% air void. The
samples will subsequently be submerged in water for 24 hours at a temperature of 60°C.
The samples will next undergo an Indirect Tensile Strength test (ITS). A steady loading
rate of 50 mm/min and a vertical deformation of 25o will be applied to the samples. Once
the specimen breaks as a result of maximal compressive force, the values will be recorded.

A tensile strength ratio will be used for the modified Lottman test in order to measure
the moisture sensitivity of the sample (TSR). The TSR will be defined as the ratio of the
average split tensile strength of the unconditioned sample to the conditioned sample. The
tensile strength ratio will be calculated using the following equation [AASHTO 2004d]:
TSR = S2 / S1 (4.1)
Where;
TSR = tensile strength ratio
S1 = average tensile strength of the dry specimen, kPa (unconditioned)
S2 = average tensile strength of the conditioned specimen (wet, freeze-
thaw), kPa (conditioned)

34
The tensile strength of each of the specimens will be calculated using the following
equation [AASHTO 2004d]:

St = 2000 P / π t D (4.2)
Where;
St = tensile strength, kPa
P = maximum load, N
t = specimen thickness, mm
D = specimen diameter, mm

35
3.5. GANTT CHART

SEMESTER 7 SEMESTER 8
TASK / WEEK
1 2 3 4 5 6 7 8 9 10 11 12 13 14 1 2 3 4 5 6 7 8 9 10 11 12 13 14
Selection of Topic
Topic Research
Objective and Scope of Work

Proposal Writing
Chapter 1 : Introduction
Chapter 2 : Literature Review
Chapter 3 : Methodology
Chapter 4 : Expected Result
Work Plan
Correction of Proposal
Submission of Proposal
Presentation
Final Correction

Laboratory Work
Aggregate Test;
Sieve Analysis
Specific Gravity Test
Aggregate Impact Value Test
Los Angeles Abrasion Test
Bitumen Test;
Standard Penetration Test
Softening Point Test
Ductility Test
Marshall Test
Performance Test ;
Moisture Susceptibility Test
Analysis Data
Interpretion of Findings
Conclusion
Final Submission
Figure 3.9 : Gantt Chart for This Research

36
 CHAPTER FOUR
EXPECTED OUTCOME
4.1. INTRODUCTION

This chapter provides an overview of the anticipated results that will be used to interpret
this research objective. The study on the performance of moisture susceptibility for
asphaltic concrete by using Recycled Concrete Aggregate will be compared with the
conventional sample using PEN 60/70 bitumen. The Optimum Binder Content for
controlled sample will be identified and compared with modified sample Optimum Binder
Content. All properties for aggregates and bitumen also will be determined and following
the JKR Standard Specification for Road Works 2008.

4.2. PRELIMINARY WORK RESULT

4.2.1. PHYSICAL PROPERTIES

Aggregate testing for AC14 will be conducted using aggregate from Kajang
Rock Quarry, Semenyih and bitumen PEN 60/70 that will be used are from
TIPCO Asphalt Public Company. For evaluating physical properties of
aggregate, Specific Gravity, Los Angeles Abrasion Test and Aggregate Impact
Value Test will be carried out. While for determining properties of bitumen,
Standard Penetration Test, Softening Point Test and Ductility test will be
performed.

The previous study, which used natural rubber as an additive, produced

the expected results. Both studies might increase the performance of the asphalt
mixture, but with a lower cost. This is because to the accessibility in which the
RCA may be obtained. A similar result or slightly differ might be obtained if
RCA was used to replace natural aggregate in the mixture. It is expected that
the use of combined new aggregates and RCA will achieve the required
properties as Table 4.1. From previous studies such as Arshad et al. (2022) using
25% RAP as replacement for aggregates, all results for aggregate testing comply

37
 with the requirements of JKR Specifications. This proves that the aggregates
can be used in asphalt mixes.

Table 4.1 : The Properties of Natural Aggregate and RAP. (Arshad et al.,
2022)
JKR
FRESH
PROPERTIES RAP SPECIFICATION
AGGREGATE
(%)
Aggregate Impact Value 23.00 25.00 < 25
Los Angeles Abrasion 19.40 21.80 < 25
Flakiness Index (%) 6.6 6.7 < 25
Elongation Index (%) 8.2 8 < 25

The specific gravity of aggregate that will be conducted based on requirement

from JKR Standard Specification. Table 4.2 shows the typical specific gravity
result for coarse and fine aggregate that is performed in previous study.

Table 4.2 : The Specific Gravity of Aggregate

AGGREGATE BULK SPECIFIC APPARENT SPECIFIC
TYPES GRAVITY, Gsb GRAVITY, Gsa

Coarse 2.627 2.656

Fine 2.631 2.638

For bitumen testing, the grade of penetration used is PEN 60/70. The tests were
carried out for determining the properties of bitumen such as Standard Penetration
Test, Softening Point Test and Ductility Test. Table 4.3 shows the result for
properties of bitumen that will be conducted using bitumen with grade penetration
60 – 70.

38
 Table 4.3 : The Properties of Bitumen Test
CONTROLLED MODIFIED
TEST PROPERTIES SPECIFICATION
SAMPLE BITUMEN
Standard Penetration
66.5 64.5 50 – 70
Test (dmm)
Softening Point Test
48.3 53.8 > 40
(oC)
Ductility Test (cm) 134.5 153.0 > 100

Based on the table shown, the value of standard penetration test for both controlled
and modified sample are still in the range of the specification. Even so, the values
for softening point test are both higher than 40 oC which are great for road
pavement. Nevertheless, the value for ductility test for both samples are higher
than the requirement of specification which indicates that the bitumen is
stretchable. As a result, with the addition of natural rubber latex as a modifier, the
strength and durability of the bitumen higher compared to conventional mixes.

4.3. EXPECTED OUTCOME

4.3.1. OPTIMUM BINDER CONTENT

In this study, Marshall Mix Design is conducted to determine the optimum

binder content following the JKR Standard Specification with bitumen
content of 4%,4.5%, 5%, 5.5% and 6% of bitumen by weight. The values
from Marshall Mix Design will be used to plot graph to get the mean
optimum binder content. The graphs are as follows:
i. Bulk specific gravity Vs bitumen content
ii. Percentage of air void Vs bitumen content
iii. Percentage of voids in aggregate filled with bitumen Vs bitumen
content
iv. Stability Vs bitumen content
v. Flow Vs bitumen content
vi. Stiffness Vs bitumen content
39
 Based on the data shown in Table 4.4, the results show that OBC for
modified sample is higher than controlled sample. Hence, using
modified bitumen can improve the performance of asphalt concrete.

Table 4.4 : Optimum Binder Content for Controlled and Modified

Sample
CONTROLLED MODIFIED
PARAMETER
SAMPLE BITUMEN
Bulk Specific Gravity 5.50 5.71
Stability 4.30 4.72
Flow 4.80 4.60
VIM 4.85 4.82
VFB 5.30 5.40
Optimum OBC 4.95 5.05

.
All results for both samples are still following JKR Specification with the
values for controlled sample is 4.95% and modified bitumen is 5.05%.

Table 4.5 : The Volumetric Properties for Controlled and Modified Sample
CONTROLLED MODIFIED
JKR
PROPERTIES SAMPLE BITUMEN STATUS
SPECIFICATION
OBC = 4.95% OBC = 5.05%

Air void 3.0 – 5.0 % 4.30 4.50 Ok!

VFB 70 – 80 % 74.5 74.5 Ok!

Stability >8000 N 12620 11620 Ok!

Flow 2.0 – 4.0 mm 3.30 3.40 Ok!

Stiffness >2000 N/mm 2324 2320 Ok!

40
4.3.2. MOISTURE SUSCEPTIBILITY PERFORMANCE TEST

In this study, moisture susceptibility is conducted to determine the moisture

damage to the modified sample using Indirect Tensile Strength. It is proved that
moisture can diffuse into asphalt and weaken the bond between the materials.
This is why modifier is very important in asphalt mix.

Figure 4.1 : Indirect Tensile Strength Test Result

Based on Figure 4.1, the value of ITS for dry conditioned samples for NRL
modified mix with 25% RAP is lower than controlled sample. Likewise, for wet
conditioned samples, the ITS value for modified sample is slightly lower
compared to controlled sample. The results show that the durability of road will
be increased and higher crack resistance.

41
 Figure 4.2 : Tensile Strength Ratio Result

As shown in Figure 4.2, the value of TSR for both modified sample with 25%
RAP is higher than controlled sample. This result indicates that NRL modified
bitumen mix with 25% RAP is better moisture resistance. Moreover, the value
of TSR for both modified and controlled samples meet the minimum TSR value
according to AASHTO T283.

4.4. CONCLUSION

In conclusion, the data will be studied using graph or table analysis to make the
presentation of data much clearer and easy as to reach the research objectives. The use of
RCA in asphaltic concrete would be useful in road pavement. The determination of
physical properties and OBC for modified and controlled sample will be fully referred to
JKR Specifications. As a result, using such recycled aggregates for highway pavement
construction provides both environmental and economic benefits.

42
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