International Journal of Civil Engineering and Technology (IJCIET)

Volume 8, Issue 10, October 2017, pp. 1039–1049, Article ID: IJCIET_08_10_108
Available online at http://http://www.iaeme.com/ijciet/issues.asp?JType=IJCIET&VType=8&IType=10
ISSN Print: 0976-6308 and ISSN Online: 0976-6316

© IAEME Publication Scopus Indexed

PREDICTION OF SERVICE LIFE OF ASPHALT

CONCRETE WEARING COURSE USING
WHEEL TRACKING TEST DATA FOR
TEMPERATURE VARIATION IN MIXING AND
COMPACTION PROCESS
Yossyafra, M. Aminsyah
Civil Engineering Department, Faculty of Engineering,
Universitas Andalas, 25163, INDONESIA

Yuristian, and F. Kalani

BBPJN Region-II, Ministry of Public Works, Padang, Indonesia

ABSTRACT
This paper presents a model to predict service life of asphalt mixture. This research
was triggered by the findings of the investigation by The Director General of Highways,
Department of Public Work of Indonesia, on several Asphalt Mixing Plan in four
provinces in Indonesia. The investigation team found several cases of uncontrolled
temperature during the process of mixing asphalt in AMP, such as non-functioning of
the thermometer, inaccurate temperature controlled by the operator. The dynamic
stability test and deformation of the asphalt mixture data were used from Wheel
Tracking Machine Test data. Then, proceed with the calculation of service life
prediction by modifying an existing formula in Component Analysis Method 1971 of the
Directorate General of Highways, Indonesia. Asphalt mixture (the job mix formula)
samples were taken from a project in the region of West Sumatra province. This
research shown that the temperature of the asphalt mixing and compaction process have
significant impact to service lifetime. Especially in the mixing process, service lifetime
will be reduced by 10% if the temperature of the process is less than 20oC of standard
temperature. For the compaction process, a reduction is around 2% of service lifetime
for a 10oC, and will be reduced by 10% if the temperature of compaction process is less
than 50oC of standard temperature. This research could proceed by considering of
mixing process time and other processes.
Key word: Asphalt Concrete Wearing Course, Service Lifetime Prediction, Mixing
Process, Compaction Process.

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 Yossyafra, M. Aminsyah and Yuristian, and F. Kalani

Cite this Article: Yossyafra, M. Aminsyah and Yuristian, and F. Kalani, Prediction of
Service Life of Asphalt Concrete Wearing Course Using Wheel Tracking Test Data For
Temperature Variation In Mixing and Compaction Process, International Journal of
Civil Engineering and Technology, 8(10), 2017, pp. 1039–1049.
http://www.iaeme.com/IJCIET/issues.asp?JType=IJCIET&VType=8&IType=10

1. INTRODUCTION
Asphalt as a material for flexible pavement types, is very commonly used in Indonesia. There
are several reasons, asphalt is selected from other pavement types (rigid pavement and
segmental pavement), such as: the construction time is relatively short, method is relatively
easy, and investment cost is relatively cheap. The stages of building a road is an endless cycle,
starting from the planning, construction, operational, maintenance, rehabilitation, and back to
the planning stages. At each stage, the monitoring (Turner, 2013) [1] and evaluation process is
carried out. In the simplest form can be seen in Figure 1. Figure 1 shows pavement construction
process.
Referring to the cycle in Figure.1, the effort to maintain the performance of the asphalt
pavement on existing roads requires proper monitoring and evaluation. Thus, The Director
General of Highways (DGoH) Department of Public Work (DoPW) of Indonesia issued a
recommendation to check all existing Asphalt Mixing Plan (AMP). The DGoH pointed teams
to conduct the investigation. Every team evaluates the national road network of several
provinces. One investigated for four provinces in Sumatra; West Sumatra, Riau, Jambi and Riau
Islands. The total length of the road is about 3,617.83 km, and there are over 90 AMP operates
in this region. The team found several cases regarding uncontrolled temperature during the
process of mixing asphalt in AMP; non-functioning of the thermometer, inaccurate temperature
controlled by the operator. The team also found many cases in the compaction process;
uncontrolled temperature by the operator.
Previous researches in pavement have been concern to determine the strength of asphalt
mixture for strength, deformation, damage, cracks, etc. Some studies conducted to investigate
service lifetime of asphalt pavement, using surface deflection data (Gedafa et al. 2010) [2],
roughness data (Al-Suleiman and Shiyab, 2003) [3], or pavement condition rating data (Yu,
2004; Balla, 2010; Yang, 2011) [4, 5 and 6]. Pavement temperature has been extensively studied
by many researchers over the years (Gedafa et.al, 2014) [7]. But it was limited studies that
directly show a relation of deformation and dynamic stability due to temperature differences in
the process of mixing and compaction with service lifetime of the asphalt mixture. This article
describes the dynamic stability of Asphalt Concrete–Wearing Course (AC-WC) penetration 60-
70, as well as to calculate reduction of service lifetime of the flexible pavement type, due to
deviation of the working temperature during the mixing and compaction process from the
standard temperature.
Referring to the cycle in Figure.1, the effort to maintain the performance of the asphalt
pavement on existing roads requires proper monitoring and evaluation. Thus, The Director
General of Highways (DGoH) Department of Public Work (DoPW) of Indonesia issued a
recommendation to check all existing Asphalt Mixing Plan (AMP). The DGoH pointed teams
to conduct the investigation. Every team evaluates the national road network of several
provinces. One investigated for four provinces in Sumatra; West Sumatra, Riau, Jambi and Riau
Islands. The total length of the road is about 3,617.83 km, and there are over 90 AMP operates
in this region. The team found several cases regarding uncontrolled temperature during the
process of mixing asphalt in AMP; non-functioning of the thermometer, inaccurate temperature
controlled by the operator. The team also found many cases in the compaction process;
uncontrolled temperature by the operator.

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Prediction of Service Life of Asphalt Concrete Wearing Course Using Wheel Tracking Test Data For
Temperature Variation In Mixing and Compaction Process

Planning M&E

Monitoring and Evaluation (M & E)

Construction M&E Inputs

M&E Expectancy
Operational M&E

Strategy
Maintenance &
Rehabilitation M&E

Figure 1 Pavement construction process.

2. LITERATURE REVIEW
Several researches in pavement have been concern to determine the strength of asphalt mixture
for strength, deformation, damage, cracks, etc. Some studies conducted to investigate service
lifetime of asphalt pavement, using surface deflection data (Gedafa et al. 2010) [2], roughness
data (Al-Suleiman and Shiyab, 2003) [3], or pavement condition rating data (Yu, 2004; Balla,
2010; Yang, 2011) [4, 5 and 6]. Pavement temperature has been extensively studied by many
researchers over the years (Gedafa et.al, 2014) [7]. But it was limited studies that directly show
a relation of deformation and dynamic stability due to temperature differences in the process of
mixing and compaction with service lifetime of the asphalt mixture. This article describes the
dynamic stability of Asphalt Concrete–Wearing Course (AC-WC) penetration 60-70, as well
as to calculate reduction of service lifetime of the flexible pavement type, due to deviation of
the working temperature during the mixing and compaction process from the standard
temperature.

2.1. Asphalt Mixture

Asphalt characteristics are influenced by: consistency (penetration, viscosity, softening point,
ductility, etc.); viscosity (grade paraffin wax); and aging. Asphalt characteristics vary
depending on the resource, the chemical composition of asphalt will be different to the type of
asphalt from different source locations, and this causes resistance to oxidation / aging
differently (Brown, 1990) [8]. Asphalt mixture is a combination of a mixture of aggregate and
asphalt. In mixture, asphalt material serves as a binder or glue between the particles aggregate,
and aggregate serves as reinforcement. Asphalt mixture performance is strongly influenced by
the properties of aggregates and asphalt as well as the properties of the solid mixture which has
been formed from the materials.
There are several stages of work processing of the asphaltic pavement: Marshall specimen
mixing process for Job Mixing Formula (JMF), mixing in AMP, pouring the asphalt mixture
into a truck, transporting of the asphalt mixture to the construction site, dumping into the
finisher, sequentially compacted with steel wheels, rubber wheels, steel wheels. All the work
have time and temperature standard (Brown, 1990; Departemen Pekerjaan Umum, 2010) [8][9].
According Departemen Pekerjaan Umum (2007) [10], the maximum heating temperature of the
asphalt is 170ºC for polymer bitumen or asphalt modification, and 160ºC for hard asphalt with

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 Yossyafra, M. Aminsyah and Yuristian, and F. Kalani

a penetration of 60-70. Table 1 shows standard of the manual that to be use in asphalt mixture
processing stages.

Table 1 Viscosity and Temperature of Asphalt Mixture in Processing Phase

Viscosity Temperature of
of Asphalt Mixture (oC)
No Processing Stage
asphalt Type II B
Type I
(Pa.S) &C
1 Marshall specimen mixing process 0,2 155±1 165±1
Compacting of Marshall specimen 0,4 145±1 155±1
2 Mixing in AMP 0,2-0,5 145-155 155-165
3 Pouring the asphalt mixture into a truck ±0,5 135-150 145-160
4 Transporting of the asphalt mixture to the site 0,5-1,0 130-150 140-160
5 Dumping into the finisher 0,5-1,0 130-150 140-160
6 First Compaction (steel wheels) 1-2 125-145 135-155
7 Second Compaction (rubber wheels) 2-20 90-125 100-135
8 Final Compaction (steel wheels) < 20 >95 >95
Source: Departemen Pekerjaan Umum (2007) [10]

2.2. Deformation and Dynamic Stability

Deformation is a change in the shape, dimensions and position of a material in the scale of
space and time. There are two types of deformation in road pavement layers, the transverse
direction and the longitudinal direction of the vehicle wheel. This is usually caused by
deformation of pavement layers which withstand compressive strain caused by traffic loads.
The main factor affecting the deformation is the composition and viscosity of the asphalt
mixture (Departemen Pekerjaan Umum, 2005) [11]. According to Widodo et. al. (2013) [12],
the density gives greater influence to the dynamic stability AC-WC than temperature.
Dynamic stability is the ability of a mixture resist deformation or deformation due to
dynamic loading in high temperatures. And the parameter of the dynamic stability test is the
depth of the rutting, which is expressed in the passing/mm. According to Lavin (2009) [13],
limits the rutting on the highway can be described in three levels: 1. Low severity, depth < 12
mm; 2. Medium Severity i.e. groove depth of 12-25 mm, and; 3. High severity i.e. groove
depth> 25 m. To handle the low severity is usually left up to the limits of medium severity and
treatment can be done with medium severity overlay or patching whereas a high severity level
of the groove (rutting) that require heavy repairs or reconstruction. Critical condition of the
pavement usually occurs at temperatures above 50ºC or below 5ºC. At high temperatures,
asphalt pavement will be susceptible to plastic deformation caused by traffic loads. Especially
in places that accelerating, braking and or bending movement occurred. Relationship Marshall
Stability and Dynamic Stability is both alike to determine the ability of the mixture to resist
rutting. Modelling of flow rutting in in-service asphalt pavements using the mechanistic
empirical pavement design guide had been investigated (Oscarsson, 2011) [14]. Dynamic
Stability is tested by the Wheel Tracking Machine (WTM), while Marshall Stability was tested
by the Marshall Stability. Terms of hot asphalt mixture Dynamic Stability Testing and Marshall
Stability can be seen in Table 2. The results of the test specimen are Dynamic Stability and
Deformation is calculated as follows:

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Prediction of Service Life of Asphalt Concrete Wearing Course Using Wheel Tracking Test Data For
Temperature Variation In Mixing and Compaction Process

1. Dynamic Stability.
42 ( 1 − 2)
= (1)
( 2 − 1) 1 2
Where:
DS = Dynamic Stability (passing/mm),
d1 = Deformation at t1 (45 minutes),
d2 = Deformation at t2 (60 minutes),
C1 = Correction factor = 1.0 for speed test machine,
C2 = Correction factor = 1.0 for a 300m width of specimen.

2. Deformation.
( 2 − 1)
= (2)
( 1 − 2)
Where:
d1 = deformation at t1 (45 minutes)
d2 = deformation at t2 (60 minutes)

Table 2 Dynamic Stability and Marshall of Asphalt mixtures

Type of mixture
No Characteristics (minimum)
Laston (AC) Laston modified.
1 Dynamic Stability (passing/mm) N/A 2500
2 Marshall Stability (mm) 800 1000
(Departemen Pekerjaan Umum, 2010) [9]

2.3 Services Life

Design service life of a pavement is the amount of planning time in years that can be achieved,
calculated since the road was operated up to the time of needed heavy repairs or giving a new
surface layer (Departemen Pemukiman dan Prasarana Wilayah, 2002) [15]. Performance of
road will decrease naturally, either by the influence of the weather, time (age) and fatigue due
to traffic loads. Departemen Pekerjaan Umum Indonesia (1987) [16] has been an issue of
methods for pavement thickness design of flexible pavement types, known as Component
Analysis Method (CAM). CAM is an empirical method for planning the construction of
pavement thickness. This method is a modified method of AASHTO 1972, according to the
road conditions in Indonesia. In this method there is a stage to calculate determine the service
life of the pavement is planned, which is known as End of Cross-equivalent (ECe). ECe is the
number of passes the average daily equivalent of a single axis load 8.16 tons (18,000 lb.) on a
track plan that allegedly occurred till the end of the service life, which is expressed in the
following formula (Department Pekerjaan Umum Indonesia, 1987) [16]:

LEA = LHR (1 + ) C E (3)

Where:
LEA = End of Cross Equivalent (passing),
LHR = Average Daily Traffic (vehicles/day),
UR = Age plan (year),

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 Yossyafra, M. Aminsyah and Yuristian, and F. Kalani

i = traffic growth (%/ year),

j = vehicle type,
C = coefficient for vehicle distribution
E = equivalent of Vehicle Load Axis

3. LABORATORY WORK PROCEDURES

There were two sets of phase are conducted, the first set testing is for variation temperature of
Asphalt Mixture specimens in mixing processing, and second set for the compaction
processing. Each set of phase consist of:
1. Setting the Job Mix Formula (JMF); JMF of this research is used from The
Reconstruction / Improvement of Road Structure project on Kubu Kerambil, Tanah
Datar District of West Sumatra, task force for BBPJN-II, were constructed by PT. Citra
Karya Prima Mandiri company.
2. Selecting the materials; The material consists of Coarse Aggregate, Medium Aggregate,
Fine Aggregate, Asphalt, Cement and Additives. The aggregate were supplied by PT.
Citra Karya Prima Mandiri, cement were produced by PT Semen Padang and additives
Wetfik brand.
3. Aggregate Preparation; Prior to specimen, aggregate material is taken with the condition
of the place, the proportion existing of the JMF, making three samples for each mixing
temperature variations.
4. WTM Tests; Firstly, place the speciment at room temperature 60°C for 8 hours. Next,
speciment testing, with variation of mixing temperature. The test results in the form of
deformation / routing and dynamic stability.
5. Analysis; The result of the test is analyzed, calculate deformation and dynamic stability.
Modifying the equation of CAM, calculated service life can be achieved by the asphalt
mixture.

4. RESULTS
4.1. DYNAMIC STABILITY
The test results of Speed Deformation and Dynamic Stability for specimens with asphalt mixing
temperature variations (135-185oC) using WTM is presented in Table 3. Figure 2 shows the
Dynamic Stability of all specimens tested in the Mixing process. It shows the effect that occurs
due to temperature variation of AC-WC against Speed Deformation and Dynamic Stability.
Dynamic stability values expressed in the number of passes that can be retained by the asphalt
mixture per mm rutting. Dynamic stability obtained for the highest temperature in the mixing
process, at a temperature of about 145-165oC, this is in accordance with the standards
temperature required by the DoPW (Table 1). And value of deformation will increases
significantly if the temperature of asphalt mixture, above or below the standard temperature
required (145-155oC), trade off with the reduction in the value of dynamic stability of the
asphalt mixture.

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 Prediction of Service Life of Asphalt Concrete Wearing Course Using Wheel Tracking Test Data For
Temperature Variation In Mixing and Compaction Process

Table 3 WTM test Data for variation of temperature in Mixing Process

AVERAG
AVERAG
E AVERA
TEMP SPEED OF DEFORMATION E
DYNAMIC STABILITY (PASSING DEFORMATION (MM) GE
(OC) (MM/MINUTE) (MM/MIN
(PASSING/MM) / (MM)
)
MM)
135 0.0413 0.0433 0.0407 0.0418 1016.1 969.2 1032.8 1007 2.23 2.60 2.44 2.42
145 0.0247 0.0280 0.0247 0.0258 1702.7 1500 1702.7 1636 1.48 1.68 1.48 1.55
155 0.0187 0.0187 0.0207 0.0193 2250 2250 2032.3 2178 1.12 1.12 1.24 1.16
165 0.0313 0.0313 0.0320 0.0316 1340.4 1340.4 1312.5 1332 1.88 1.88 1.92 1.89
175 0.0453 0.0440 0.0447 0.0447 926.5 954.5 940.3 941 2.72 2.64 2.68 2.68
185 0.0527 0.0587 0.0587 0.0567 797.5 797.5 715.9 744 3.16 3.52 3.52 3.40

Then proceed WTM Test for specimens with various compaction temperature range of 85
- 155oC. Table 4 shows the test results of the WTM, the highest dynamic stability of a specimen
obtained by compacting temperature is 135oC, this is in accordance with the standards required
by the DoPW as shown in Table 1.

Table 4 WTM test Data for variation of temperature in Compaction Process

Average Average
Temp. Speed of Deformation Average
(mm/min Dynamic Stability (passing/ Deformation (mm)
(oC) (mm/minute) (mm)
) (passing/mm) mm)
85 0.0353 0.03467 0.0300 0.0333 1189 1212 1400 1267 0.90 3.36 1.89 2.05
95 0.0240 0.02600 0.0280 0.0260 1750 1615 1500 1622 1.86 2.07 2.48 3.70
105 0.0233 0.02333 0.0233 0.0233 1800 1800 1800 1800 2.40 1.69 1.65 3.31
115 0.0220 0.0207 0.0213 0.0213 1909 2032 1969 1970 2.60 2.63 1.68 3.26
125 0.0173 0.0173 0.0180 0.0176 2423 2423 2333 2393 2.01 2.31 1.64 3.04
135 0.0153 0.0153 0.0153 0.0153 2739 2739 2739 2739 2.25 2.99 2.56 2.60
145 0.0160 0.0160 0.0167 0.0162 2625 2625 2520 2590 1.67 2.40 2.32 2.13
155 0.0200 0.0193 0.0200 0.0198 2100 2172 2100 2124 1.77 1.97 1.53 2.94

Figure 2 shows the Dynamic Stability of specimens were tested for compaction process and
mixing process. Then calculated the average dynamic stabillity value of three speciments
(columns 6, 7 and 8 of table 3 and 4) at each test temperature condition. The average value for
the mixing process and compacting process is then plotted on the graph, as shown in Figure 3.
Figure 3 shows the dynamic stability occurring in the AC-WC mixture due to the different
working temperatures in the mixing process and compaction process.

Figure 2 Dynamic Stability of all specimens tested with a temperature variation of compaction
process.

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 Yossyafra, M. Aminsyah and Yuristian, and F. Kalani

Figure 3 Average Dynamic Stability with a temperature variation of mixing and compaction process.

4.2. Prediction of Service Life

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

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Prediction of Service Life of Asphalt Concrete Wearing Course Using Wheel Tracking Test Data For
Temperature Variation In Mixing and Compaction Process

Table 5 Percentage of reduction of service life of AC-WC specimen with various in temperature in
Mixing and Compaction Process

Figure 4 Average percentage of reduction of service life with various in temperature for Mixing
process and Compaction process.

5. CONCLUSION
The average reduction in service life occurs when the temperature is less than the standard
temperature (required: 155oC for Mixing process and 135oC for Compaction process). The
calculation result shows that each reduced temperatures of 10oC or 10oC temperature is higher,
then the reduction in service life becomes greater in the mixing process compared with
compaction process. For every reduction in mixing process 10oC temperature, there will be a
reduction in service life of more than 4%. In contrast, the reduction in service life of compaction
process only reduced by 2%. These results prove that the mixing process to be very sensitive to
temperature compared with the compaction process. For example: if the temperature is lower
than 20oC mixing process of the standard temperature required, the service life will be reduced
by 10% of the planned service life. If the service life of 10-year plan, the service life prediction
only be 9 years. For the compaction process with temperature 20oC lower than the temperature
requirements, the service life is reduced by about 4%.
This study has shown that the temperature of the asphalt mixing process have to be
monitored, especially in the mixing process. In the mixing process, any reduction in 10oC
temperatures will decrease the dynamic stability of 400 (passing / mm) and service life will be

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 Yossyafra, M. Aminsyah and Yuristian, and F. Kalani

reduced by 4% of the service life of the plan. Service life will be reduced by 10% if the
temperature of the mixing process is less than 20oC of standard temperature. In the compaction
process, a reduction in service life of around 2% for each reduction in temperature of 10oC, and
will be reduced by 10% if the temperature of compaction process is less than 50oC of standard
temperature. This research could proceed by considering the length of time the mixing process
and other processes.

ACKNOWLEDGEMENTS
The authors acknowledge to Civil Engineering Department and also Faculty of Engineering,
Universitas Andalas, Indonesia that already support the funding for commencement the
research (contract no.036/PL/SPK/PNP/FT-Unand/2014).

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Prediction of Service Life of Asphalt Concrete Wearing Course Using Wheel Tracking Test Data For
Temperature Variation In Mixing and Compaction Process

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