The Influence of Local Materials Laterite Stone and Plastic Bag

Waste on the Marshall Characteristics of Asphalt Concrete - Wearing

Course

Ashadi Putrawirawan

, Rahimah Bt. Muhammad

Tumingan

and

Yudi Pranoto

Civil Engineering, Samarinda State of Polytechnic, Jalan Ciptomangungkusumo, Samarinda, Kalimantan Timur, Indonesia

Razak Faculty of Technology and Informatics, Universiti Teknologi Malaysia, Jalan Sultan Yahya Petra,

54100, Kuala Lumpur, Malaysia

Keywords

Laterite Stone, Plastic Bag Waste, Asphalt Concrete, Marshall, Optimum Asphalt Content

Abstract: Use of local material laterite stone as a road pavement material has not been fully utilized optimally, based

on previous research that laterite stone can be an alternative road pavement material, besides that another

problem is the large number of plastic bag produced by Pupuk Kaltim Companies, this causes the company

to experience problems and difficulties in minimizing the plastic bag waste. Some of the ways that have

been done include burning the waste which will have an impact on environmental pollution, in this study

trying to combine the use of laterite local materials with plastic bag waste in asphalt mixtures so that it is

expected to be useful in the use of local materials and minimize the presence of plastic bag waste. The

purpose of this study was to determine the characteristics of Marshall and determine the Optimal Asphalt

Content from Asphalt Concrete – Wearing Course. In this study, the use of laterite stone as a substitute for

coarse aggregate is 75% with the addition of planned variations of plastic bag waste of 1%, 2%, 3%, 4%

and 5% of the asphalt weight. Based on the results of the study, it was found that the addition of a maximum

value of 3% plastic waste bag at the Optimum Asphalt Content of 6.11% with Marshall characteristics,

including the discovery value of 1820 kg, flow 3.55%, VIM 3.82%, VMA 17.15%, VFA 77.52% and MQ

515 kg/mm. Use of laterite stone and addition of plastic bag waste can increase of stability and reduce use

of asphalt compared to before the addition of plastic bag, this is due to the inter-molecular binding of asphalt

and plastic bag in the asphalt mixture.

INTRODUCTION

The use of materials for road pavement construction

in East Kalimantan is still very dependent on stone

and Palu sand, so that road construction costs in East

Kalimantan are expensive (Putrawirawan, Ibayasid,

2020). So it is necessary to make an effort so that how

to utilize local natural resources in East Kalimantan

as an alternative material for making asphalt. One of

the natural resources owned by East Kalimantan is

Laterite Stone. This study also wants to discuss

related to plastic bag waste produced by Pupuk

Kaltim (Kalimantan Timur) companies. The

problems is the number of plastic bag produced

that the company's management has difficulty

minimizing the presence of this waste, several

ways

have been done by burning the waste

which will

certainly cause air pollution around it.

The purpose of this study was to determine the effect

of laterite stone substitution on coarse aggregate and

also the addition of plastic bags Pupuk Kaltim

Company on Marshall characteristics of the Asphalt

mixture, and determine the value of the Optimum

Asphalt Content (OAC) Asphalt Concrete-Wearing

Coarse (AC-WC). Use of laterite stone as a substitute

for coarse aggregate in AC-WC was a maximum of

75% and the optimum asphalt content value was

6.22% with Marshall characteristics including the

stability value of 1480 kg, flow 3.85%, VIM 4.20%,

VMA 16.40%, VFA 74.00% and MQ 390.00 kg/mm.

The results showed that the Asphal Concrete –

Wearing Course AC-WC with a substitute for coarse

aggregate using laterite stone met the requirements for

ttps://orcid.org/0000-0001-6163-4187

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https://orcid.org/0000-0001-9279-1521

https://orcid.org/0000-0003-2997-7475

Putrawirawan, A., Muhammad, R., Tumingan, . and Pranoto, Y.

The Inﬂuence of Local Materials Laterite Stone and Plastic Bag Waste on the Marshall Characteristics of Asphalt Concrete - Wearing Course.

DOI: 10.5220/0010955100003260

In Proceedings of the 4th International Conference on Applied Science and Technology on Engineering Science (iCAST-ES 2021), pages 837-843

ISBN: 978-989-758-615-6; ISSN: 2975-8246

 2023 by SCITEPRESS – Science and Technology Publications, Lda. Under CC license (CC BY-NC-ND 4.0)

837

the Asphal Concrete – Wearing Course (AC-WC)

(Putrawirawan, Ibayasid, 2020).

MATERIAL AND METHOD

2.1 Asphalt Concrete

Asphalt concrete is a layer on highway construction

consisting of a mixture of hard asphalt and well

graded aggregate, mixed, spread out in a hot state and

compacted at a certain temperature (Sukirman, 2003).

As a surface layer of road pavement, Asphalt concrete

(AC) has structural value, is waterproof and has high

stability. Another characteristic is that it has few

voids in its aggregate structure, interlocking with

each other, therefore asphalt concrete has high

stability and is relatively rigid.

2.2 Asphalt Concrete - Wearing Course

(AC-WC)

Asphalt Concrete - Wearing Course (AC-WC) is the

topmost pavement layer and functions as a wear layer.

Even though it is non-structural, AC-WC can increase

pavement resistance to quality degradation so that

overall it increases the service life of the pavement

construction. AC-WC has the smoothest texture

compared to other types of Asphalt Concrete.

2.3 Laterite Stone

Laterite stones is a hardened soil formed naturally

resembling rock from the deposition of substances

such as nickel and iron. Laterite itself is naturally

formed in which there are many elements and

nutrients that make up the soil layer hardened like

stone. Laterite stones are commonly found in hot and

humid tropical climates. As a result of the content of

iron and nickel oxides are so much that the lateritic

soil hardens to resemble rock. The mineral and

chemical composition of laterite stones is very

influential on the parent rock, laterites generally

contain large amounts of quartz and oxides of

titanium, zircon, iron, tin, manganese and aluminum,

which are left behind from wear and tear. In some

countries, the presence of laterite is abundant, but

laterite has a few properties and characteristics

different from some other place. This makes

their

performance diverse and unpredictable

(Gidigasu,

1976). These varied properties have

limited their use

in some construction sites,

especially road

construction. these limitations,

many have been

overcome, namely by adding

stabilizers to improve

its properties or in various

other ways to improve soil,

especially road

construction (Oluyemi, Ayibiowu,

2016). The term

Laterite is derived from the Latin word- later, meaning

brick. It was first used in 1807 by

Buchanan to

describe a red iron-rich material found in

the southern

parts of India. Laterites are widely

distributed

throughout the world in the regions with

high

rainfall, but especially in the inter-tropical regions

Africa, Australia, India, South-East Asia and South

America, where they generally occur just below the

surface of grasslands or forest clearings. Their

extension indicates that conditions were favorable for

their formation at some point in time in the history of

the world, but not necessarily simultaneously in all

regions (Maignien, 1966). Alexander et al., (1962)

(West, Jenbarimiema, Nyebuchi, & Azeruibe, 2020)

compiled the physical, chemical and morphological

definitions from various researchers and then redefined

laterite as a highly weathered material, rich in

secondary oxides of iron, aluminum, or both, it is nearly

void of bases and primary silicates, but it may contain

large amounts of quartz and kaolinite, and it is either

hard or capable of hardening on exposure to wetting and

drying (West, Jenbarimiema, Nyebuchi, & Azeruibe,

2020).

Figure 1: Laterite stone.

2.4

Plastic

Plastic is a polymer which has unique and

extraordinary properties. PET materials such as plastic

bottles and plastic cups were used. Plastic waste was

collected from houses and schools. The collected PET

materials were chosen with a maximum thickness of 60

micron. This would facilitate mixing them with asphalt

at the laboratory under its softening point. Also, in order

to provide appropriate plastic particles, the bottles and

cups were cleaned then slashed into small pieces then

crushed and sieved such that it passes through 3-5 mm

sieve using shredding machine (

Naghawi H

. at al,

2018). Asphalt and plastic waste coated aggregates

caused by the intermolecular bonding which improves

iCAST-ES 2021 - International Conference on Applied Science and Technology on Engineering Science

838

asphalt mix strength. This would be reflected in the

enhanced durability and stability of the asphalt mix

which would lead to enhancing pavement resistance to

fatigue cracking and rutting or permanent deformation

(Naghawi, Ajarmeh, Allouzi, & Alklub, 2018).

The local recycled wastes (PP, HDPE and LDPE)

were identified and handpicked from Dammam

municipality recycling programme. This waste was

then processed for easier blending. The processing

involved washing, shredding and grinding (Dalhat M.

at al, 2016). The effect of polypropylene, high-and

low-density polyethylene (PP, HDPE and LDPE)-

recycled plastic wastes (RPW) on the viscoelastic

performance of the local asphalt binder has been

investigated. The recycled plastics were obtained by

shredding and grounding the RPW to a desirable size

for easier blending with the asphalt binder (Dalhat &

Wahhab, 2015). Recycled plastic wastes (RPW) such

as polypropylene (PP), polyethylene (PE) packages

and polyvinyl chloride (PVC) has been previously

utilised to enhance the performance of asphalt

concrete (AC) (Dalhat & Wahhab, 2015).

Polypropylene when interacted with 80 pen base

bitumen enhances it’s performance characteristics

which were brought about by altered rheological

properties of the modified bitumen (Habib,

Kamaruddin, Napiah, 2011). Polypropylene can be

found in food packaging, microwave-proof

containers,

pipes, and automotive parts. It has been

used as a

mixture modifier through the wet process in

percentages that range between 0.5% and 11% by

weight of bitumen, while the most common

percentage used for the production of RPMB ranges

between 3% and 5% (Brasileiro, at al, 2019).

Figure 2: Plastic bag from Pupuk Kaltim Company.

In this study, 3 specimens were made of each

sample

bricket on variations in asphalt content,

with 5

variations in the content of plastic bag as

additives,

75% laterite stone composition which

had been

determined according to previous

research. Before

making the sample, the plastic

bag is cut into pieces

with a size of 0.5-1.0 cm

and then weighed according

to the composition of

the mixture that has been

determined. Design the

composition of the mixture

and then make a

bricket sample, then marshall testing

is carried out

to determine the marshall properties and

characteristics of the asphalt mixture. The total

number of test objects is 75 sample bricket.

RESULTS AND DISCUSSION

3.1 Result of Testing Material

Based on the results of testing in the asphalt testing

laboratory, the values of specific gravity, penetration,

softening point and ductility meet the requirements of

asphalt, then the results of testing the physical

characteristics of aggregates that meet the

requirements of technical specifications can be seen

in the following tables.

Table 1: The Result of Asphalt properties.

No. Type of testing Requirement Result

1 Penetration, 25

C 60-70 64.6

2 Softening

oint (

C) Min. 48 50.75

3 Ductilit

C (cm) Min. 100 133

4 Spcific Ggrafit

Mi. 1 1.020

Table 2: The results of testing the specific gravity and

absorption of coarse aggregate.

Type of testing Requirement Result

Dry bulk density Min. 2.5 2.64

Saturate

surface dr

(SSD) Min. 2.5 2.66

Apparent density Min. 2.5 2.70

Absorption Maks. 3% 0.77

Abration Maks. 40% 20.63

Table 3: The results of testing the specific gravity and

absorption of fine aggregate.

Table 4: The results of testing the specific gravity and

absorption of Palu sand.

Type of testing Requirement Result

Dry bulk density Min. 2.5 2.55

Saturate

surface dr

(SSD) Min. 2.5 2.60

Apparent density Min. 2.5 2.68

Absorption Maks. 3% 1.83

Type of testing Requirement Result

Dry bulk density Min. 2.5 2.65

Saturate

surface dr

(SSD) Min. 2.5 2.68

Apparent density Min. 2.5 2.73

Absorption Maks. 3% 1.01

The Inﬂuence of Local Materials Laterite Stone and Plastic Bag Waste on the Marshall Characteristics of Asphalt Concrete - Wearing Course

839

Table 5: The results of testing the specific gravity and

absorption of Laterite stone.

Type of testing Requirement Result

Dry bulk density Min. 2.5 2.54

Saturate

surface dr

(SSD) Min. 2.5 2.59

Apparent density Min. 2.5 2.67

Absorption Maks. 3% 2.93

Abration Maks. 40% 29.63

All material tests which include asphalt, coarse

aggregate, fine aggregate, filler and laterite stone

have met the requirements of the 2018 Bina Marga

technical specifications.

3.2 Marshall Characteristic

3.2.1 Relation of Plastic Bag Waste with

Stability

Stability is the ability of the road pavement layer to

accept the load without deformation in accordance

with the planned traffic load level. Low stability will

facilitate the occurrence of deflection, on the other

hand, too high stability can cause the mixture to

become stiff and cause the mixture to crack relatively

quickly. Stability occurs due to shear between grains,

locking between aggregates and the binding capacity

of the asphalt.

Figure 3: Graph of the relationship between stability and

variations in use of plastic bags.

Figure 3 shows that the value of stability has

decreased and increased from normal conditions. The

lowest stability value was obtained at 2% plastic bags,

which was 1,790 kg and the highest value was

obtained at 4% laterite stone, which was 1,822 kg.

The decrease in stability was caused by the addition

of plastic sacks to the mixture which resulted in a lack

of in-locking between the aggregates and the asphalt

added with plastic bags so that it was no longer

effective in covering the aggregates which could

result in a decrease in the stability value.

3.2.2 Relation of Plastic Bag Waste with

Flow

Flow is the amount of deformation that occurs in the

pavement layer due to holding the load it receives.

Good mix density, sufficient asphalt content and good

stability will have an effect on decreasing the flow

value. A low flow value can cause the mixture to

become stiff so that the pavement layer becomes easy

to crack, while a high flow value will produce a

plastic pavement layer so that the pavement will

easily deform such as waves (washboarding) and

grooves (rutting).

Figure 4: Graph of the relationship between Flow and

variations in use of plastic bags.

Figure 4 shows that the flow value has decreased and

increased from normal conditions. The highest flow

values were obtained at levels of 4% and 5% of plastic

sacks, namely 4.12 mm and 4.20 mm, not meeting the

requirements of the 2018 General Specifications,

namely a minimum of 2.0 mm and a maximum of 4.0

mm. The lowest flow value is 2% and 3%, which is

3.55 mm. The increase in the average flow value can

be caused by the increasing amount of asphalt

required so that the properties of the mixture are

plastic and easily deformed when loaded.

A mixture that has a flow value that is too high can

cause the aggregate grains to be more easily shifted

from their position, this shows that the locking

properties between aggregates are low so that the

aggregates easily shift when loaded with traffic.

However, if the amount of compaction is increased,

the asphalt mixture will become denser so that the

vertical deformation decreases.

3.2.3 Relation of Plastic Bag Waste with

Void in Mixture (VIM)

Voids in the mixture (VIM) is the percentage of voids

present in the total mixture. The VIM value affects

the durability of the pavement, the higher the VIM

iCAST-ES 2021 - International Conference on Applied Science and Technology on Engineering Science

840

value means the larger the cavity in the mixture. This

causes the mixture to become less dense so that water

and air can easily enter the cavities in the mixture and

cause the mixture to be porous. VIM value that is too

low will cause bleeding due to high temperatures, so

asphalt viscosity will decrease according to its

thermoplastic properties.

Figure 5: Graph of the relationship between VIM and

variations in use of plastic bags.

Figure 5 shows that the VIM value decreased at 4%

plastic bag content. This is because the increasing

content of plastic bag causes asphalt to fill voids in

the aggregate because it has smaller voids and the

more asphalt content filled in the mixture can make

the mixture denser. The VIM value in all variations

of the plastic bag content still meets the minimum

requirements of 3% and a maximum of 5%

3.2.4 Relation of Plastic Bag Waste with

Void in Mineral Agregat (VMA)

Voids Mineral aggregate (VMA) are air voids that

exist between the particles of the asphalt aggregate

mixture that have been compacted including the space

filled with asphalt which is expressed in percent of

the total volume of the mixture. The expected value

of VMA in the asphalt mixture is the minimum

possible, with the aim of providing sufficient space

for the asphalt to adhere to the aggregate.

Figure 6: Graph of the relationship between VMA and

variations in use of plastic bags.

Figure 6 shows that the addition of plastic bag to

asphalt causes the VMA value to decrease from the

use of 4% plastic bag. VMA values on the use of

plastic bag 1%, 2%, 3%, 4%, 5% respectively

17.35%, 17.37%, 17.15%, 17.10%, 17.10%. The

decrease in VMA value along with the increase in the

content of plastic bag on the asphalt, causing the

mixture form a thick enough blanket against the

aggregates, as a result, the cavities between

aggregates are getting smaller. VMA value that is too

high indicates that the air voids between mineral

aggregates are larger, this condition will cause the

pavement to not last long.

3.2.5 Relation of Plastic Bag Waste with

Void Filled with Asphalt (VFA)

Void filled with asphalt (VFA) is the percentage of

the void that can be filled with asphalt. The higher the

VFA value, the more voids in the mixture filled with

asphalt, so that the mixture's resistance to water and

air is also higher, but VFA value that is too high will

cause bleeding. VFA value that is too small will cause

the mixture to be less impermeable to water and air

because the asphalt film layer will become thin and

will crack easily when receiving additional loads so

that the asphalt mixture is easily oxidized which

ultimately causes the pavement layer to not last long.

Figure 7: Graph of the relationship between VMA and

variations in use of plastic bags.

Figure 7 shows that the value of VFA has increased

and decreased. Values for plastic bag content of 1%,

2%, 3%, 4%, 5% respectively are 78.85%, 76.80%,

77.52%, 80.00%, 80.00%. VFA value for each plastic

bag content still meets the general specifications for

2018 which is at least 65%. VFA value that is too high

will cause bleeding.

3.2.6 Relation of Plastic Bag Waste with

Marshall Quotient (MQ)

Marshall Quotient (MQ) is the quotient between

stability and flow. Marshall Quotient value will give

The Inﬂuence of Local Materials Laterite Stone and Plastic Bag Waste on the Marshall Characteristics of Asphalt Concrete - Wearing Course

841

mixed flexibility value. The larger the Marshall

Quotient value, the more rigid the mixture will be,

conversely the smaller the Marshall Quotient value,

the more flexible the mixture will be.

Figure 8: Graph of the relationship between MQ and

variations in use of plastic bags.

Figure 8 shows that the addition of plastic bags causes

the Marshall Quotient value to increase and decrease.

The highest Marshall Quotient value was at 3%

plastic bag content, which was 515 kg/mm. While the

levels of 4% and 5% decreased. This decrease is

caused by a decrease in stability along with the

increase in the flow value in the mixture. The

decrease in the Marshall Quotient value indicates the

mixture tends to become soft and not brittle when the

asphalt mixture has an increase in the amount of

compaction.

3.2.7 Relation of Plastic Bag Waste with

Optimum Asphalt Content (OAC)

From the results of the Marshall test, the optimum

asphalt content for each variation was 6.10% for 1%

plastic bag; 6.13% for 2% plastic bag; 6.11% for 3%

plastic bag; 6.15% for 4% plastic bag; 6.12% for 5%

plastic bag. It can be seen that the effect of adding

plastic sacks in the mixture will increase the value of

the optimum asphalt content in the Asphalt Concrete-

Wearing Course (AC-WC). This means that the

addition of plastic bags can affect the optimum

asphalt content value. Which can be seen in Figure 8.

After getting Marshall test results from each

test

object in the mixture with the addition of plastic

bag

content ranging from 1%, 2%, 3%, 4% and 5%,

then

the results of Marshall parameter inspection on

each

variation of plastic bag content in the form of

stability, (flow), Voids In the Mixture (VIM), Voids

Mineral Aggregate (VMA), Voids Filled With

Asphalt (VFA), Marshall Quotient (MQ) and

Optimum Asphalt Content (OAC) value for each

variation of the content of plastic bag which can be

seen in Table 6.

Figure 9: Graph of the relationship between Optimum

Asphalt Content and variations in use of plastic bags.

Table 6: The Results of Marshall Characteristic Asphalt

Concrete – Weraing Course.

lastic (%) 1% 2% 3% 4% 5% Spec.

AC (%) 6.10 6.13 6.11 6.15 6.12 -

Stabilit

(

1,805

1,790

1,820

1.822

1,810

Min. 800

low

(

)

3.85

3.55

4.12

4.20

2 – 4

IM (%)

3.78 3.94 3.82 3.28 17.10

3 – 5

MA (%)

17.35 17.37 17.15 17.10 17.50

Min. 15

FA (%)

78.85 76.80 77.52 80.00 80.00

Min. 65

(

kg/mm)

485

500

515

457.50

460

Min. 250

Based on the table 6, the addition of 1%, 2% and 3%

plastic bags has a Marshall characteristic value, but at

the addition of 4% and 5% the flow value does not in

the requirements, having a high flow value of 4.12

mm and 4.20 mm, the addition of 4% and 5% plastic

bag does not meet the technical specifications Bina

Marga 2018, second Revision.

CONCLUSIONS

The test results of the Asphalt mixture using 75%

Laterite Stone as a substitute for coarse aggregate and

the addition of plastic bag can affect the value of

Marshall characteristics. The optimum value of

plastic bag content was 3%, with Marshall

characteristic values, Stability = 1820 kg, Flow = 3.55

mm, VIM = 3.82%, VMA = 17.15%, VFA = 77.52%,

and MQ = 515 kg/mm. The test results of AC-WC

obtained the Optimum Asphalt Content (OAC) of

6.11%. Use of laterite stone and addition of plastic

bag can increase of stability and reduce use of asphalt

compared to before the addition of plastic bag, this is

due to the inter-molecular binding of asphalt and

iCAST-ES 2021 - International Conference on Applied Science and Technology on Engineering Science

842

plastic bag in the asphalt mixture.

ACKNOWLEDGEMENTS

The outhors of this paper would like to thank

Samarinda state Polytechnic (POLNES) for the

support and sponsor.

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