A Porous asphalt mixture uses an open gradation with a percentage of the coarse aggregate greater than the fine aggregate, so that it has a larger air void. This mixture has a main obstacle, i.e. the low stability value which is caused by a number of cavities in the asphalt porous mixture. So as to increase the stability value of the asphalt porous mixture, one of the methods used is by adding a substance, i.e. gilsonite which aims to improve the quality of oil asphalt and the quality of the mixture. The use of concrete waste as the coarse aggregate can also increase the mixture stability. The method used in this study is an experimental method with a laboratory scale. The aggregate used in this study is the Australian gradation. The proportion of the coarse aggregate between concrete waste and crushed stone is 0 and 100, 25 and 75, 50 and 50, 75 and 25, 100 and 0. Meanwhile, the added material used is gilsonite, with gilsonite variation of 4.5%; 5.5%; 6.5%; 7.5% and 8.5%. The use of optimum asphalt content of 5.13, the optimum waste content of 100% concrete waste and the optimum gilsonite content of 8.5% resulting in a better characteristic and performance value of the porous asphalt mixture than the normal porous asphalt mixtures by marshall test, dynamic stability, slip resistance and resilient modulus.

The performance of the modified asphalt concrete pavement structure is done because of the increasing traffic load that occurs along with population growth. The study is needed to review the pavement structure whether it is still able to withstand the load or not at all. An Evaluation was carried out using Falling Weight Deflectometer (FWD) field data to obtain deflection data. Laboratory testing of UMATTA used modified asphalt mixture using Polyethylene Terephthalate (PET) type plastic bottle waste to obtain the relative strength coefficient value as an application combined with secondary data from average daily traffic data on the roads of the Batas Medan City– Batas Lubuk Pakam City. Structural analysis shows that the entire segment requires an added layer with the thickness that is different due to the segmentation performed. In this study to maintain the required service level, namely SCI>1, the pavement must receive periodic maintenance and routine maintenance. elated to using asphalt modification using PET will produce a lower pavement thickness of 11 cm compared to the pavement thickness by the 2017 Pavement Design Manual standard of 16 cm.

The research attempts to find the deflection on a concrete slab that functions as a layer on top of a rigid pavement, the strain occurring on the pulling part as an effect of subgrade water, and the effects of static quasi loads in the middle of the concrete slab. The research adopted the experimental method with a testing object of concrete slab with a size of 1.0 x 1.0 x 0,1 m placed on top of lean concrete layer and subgrade with the size of 1.0 x 1.0 x 0,035 m and 1.0 x 1.0 x 0.4 m, respectively. Quasi-static loads were placed upon 3 (three) variations of tested objects. Variation 1 is the placing of loads on top of a concrete slab with 30% water content of the subgrade dry weight; variation 2 is the placing of loads on top of a concrete slab with 40% water content of the subgrade dry weight; and variation 3 the placing of loads on top of a concrete slab with 50% water content of the subgrade dry weight. The findings show that the carrying capacity of the concrete slab decreases. Th maximum carrying capacities of the concrete slab were 82.5 kN, 62.33 kN, and 30.06 kN for variation 1, variation 2, and variation 3, respectively.

This paper presents a methodology for modelling pavement resilience and provides an insight into the reasons why the prediction of pavement performance may not be accurate by analysing the variability of the parameters used to express pavement performance. The study identifies basic statistical properties that describe the underlying variability of the types of data considered in the development of the pavement performance model form. Thereafter the paper gives a methodology that (a) uses the Monte Carlo data generation technique to develop appropriate performance models and (b) enables the effects of the variability of the model parameters on the performance predicted to the analysed. The analysis of the results shows that, for the data sets examined, the variability of traffic loading significantly influences the pavement performance, the variability of pavement strength is less important, whilst the initial pavement roughness has an insignificant effect on pavement performance. The predictions of performance made by the models developed are assessed quantitatively and it is shown that they are in close agreement with the progression of historical data collected from in-service pavements for both high and low levels of data variability.

Asphalt concrete as a wear layer, known as the Asphalt Concrete-Wearing Course (AC-WC) with a minimum nominal thickness of 4.0 cm. However, the use of AC-WC layers in the pavement structure is often faced with problems of performance degradation due to the development of various types of damage during the service life one of them is a result of the effect of water. In general, water has a negative effect on road pavement construction. Standing water can be caused by high rainfall, poor drainage systems, high groundwater levels, and water runoff. This research aims to look at the performance of the physical and mechanical properties of testing Marshall characteristics on a mixture of asphalt pen 60/70 wear layer (AC-WC) on the duration of water immersion from three different types of water. The specimen was carried out immersion testing from three types of water, namely clean water, brown flood water and black air with 30 minute immersion standards with variations of 1 day, 7 days, 14 days, 21 days and 30 days. The study outcomes shows several conclusions: (1) From the Marshall test results the physical properties obtained showed that the longer the immersion time the greater the VIM value obtained, the increase occurred in the type of brown flood water with the lowest Ph. Whereas the value of VFB in brown flood water immersion decreased the most as the duration of the immersion; (2) The mechanical properties of the Marshall test results are stability values still meet the standards, while for the value of melt and MQ black flood water immersion is the most influential on the asphalt mixture.