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The Limestone as a Materials Combination of Base Course on the Road

Pavement
To cite this article: Yosef Cahyo Setianto Poernomo et al 2021 IOP Conf. Ser.: Mater. Sci. Eng. 1125 012019

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Workshop on Environmental Science, Society, and Technology (WESTECH 2020) IOP Publishing
IOP Conf. Series: Materials Science and Engineering 1125 (2021) 012019 doi:10.1088/1757-899X/1125/1/012019

The Limestone as a Materials Combination of Base Course on

the Road Pavement

Yosef Cahyo Setianto Poernomo1, Sigit Winarto2, Zendy Bima Mahardana3,

Dwifi Aprillia Karisma4, Rekso Ajiono5
1,2,3,4,5
Faculty of Engineering, Kadiri University, Indonesia.

Email: yosef.cs@unik-kediri.ac.id

Abstract. Road base coarse construction requires a foundation that must be sufficient to carry
the vehicle load on the subgrade. Therefore the upper foundation layer is very directly
influential on the burden received by the pavement layer. Limestone is an alternative
innovation for the aggregate base coarse foundation. Based on the method of this research, an
experiment was carried out to determine the aggregate test and the strength value of Limestone
as a mixture of the upper foundation layers on the pavement. The cornerstone of the testing
theory uses the 2010 Bina Marga General Specifications method, with the percentage of
Limestone as a gross aggregate of 5%, 10%, 15%, and 20%. The number of samples used for
each variation is five pieces. The test results show that a mixture of 10% limestone is the
optimum result. The abrasion test showed a resistance of 25.63% and an area of 81.53%
rupture. In the LL test results showed a value of 12%, IP 6.1%, CBR Soaked 94%, ɣd 2.43
gr/cm3, and W valued at 5.69 gr. Thus Limestone can be used as a combination of upper
foundation layer material on road pavement.

Keywords: Base Course, Limestone, Road Pavement, Upper Foundation Layer.

1. Introduction
Indonesia is an agrarian country which at present, the majority of its population is intensively
conducting mobile activities in a sustainable manner in economic development. On the basis of
previous research, it was pointed out that transportation cannot be underestimated because it is closely
related to the economy. Road infrastructure is a medium of transportation to play the role of the
transportation sector, especially to complement the distribution of market goods and services. The
availability of roads is very useful for the community to do all activities or movements such as the
economy and other needs, so the volume of traffic will be more dense without the widening initiative
roads are proportional to the volume of traffic, so the amount excess vehicle volume crossing a road
can be affect the capacity and cause an increase in the burden must be accepted by the road structure
that will cause damage to road pavement structure. Planning and implementing a hard layer is very
important done to be able to withstand the burden received. Hard layer planning determined by how
strong the asphalt mixture, especially in the aggregate roughly, so we need an aggregate that has good
violence in order to get a good pavement value or stability value. The action step in increasing the
level of economic strata is, by making efforts to build a facility and infrastructure in all fields, [1]. one
of them is by building roads that are useful as access to mass transit transportation that results from the
economic community. In connection with the increase in economic output precisely in agriculture and
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Workshop on Environmental Science, Society, and Technology (WESTECH 2020) IOP Publishing
IOP Conf. Series: Materials Science and Engineering 1125 (2021) 012019 doi:10.1088/1757-899X/1125/1/012019

plantations in Indonesia, Lumajang Regency has a significant role in this regard. The location is a
supply point for large crops to increase the country's economic strata. The highway is one of the vital
transportation infrastructure for all levels of society. For this reason, the quality of the road must be
ensured to serve the community well. Facts on the ground show that highways in Indonesia often
suffer damage due to the poor surface of the flexible pavement surface. Another factor causing road
damage is the quality of the structure of the road foundation and subgrade. There is still little research
on the performance of road pavement structures on granular subgrade,[2]. This study will discuss the
effect of subbase course layer thickness on granular subgrade on California Bearing Ratio (CBR)
parameters and vertical direction subgrade reaction modulus (kv).

2. Literature Review
2.1 Concrete Asphalt
Asphalt Concrete (Hotmix) is a mixture of coarse aggregate, fine aggregate, and filler (filler) with
asphalt binder in high temperature conditions (heat) with a composition that is examined and regulated
by technical specifications,[1][2]. Hot asphalt mixture is a flexible pavement mixture consisting of
coarse aggregates, fine aggregates, fillers, and asphalt binding agents with certain ratios and mixed
under hot conditions,[3]. In Indonesia the types of hot asphalt mixtures that are commonly used
include: Asphalt Concrete, Hot Rolled Sheet (HRS), and Split Mastic Asphalt (SMA),[4][5]. Many
experiments are carried out by adding additional material to improve the quality of pavement. The
literature study on the addition of additives has an influence on the characteristics of each type of hot
asphalt mixture. The results of this study indicate that each additional material gives different results
to the Marshall Stability, Flow, Void In Mix, Void Filled Bitumen and Marshall Quotient values,[6].
For concrete asphalt mixtures, polyethylene and latex 8 KKK additives content of 2% gives results
that meet concrete asphalt specifications (except Marshall Quotient parameters), in Hot Rolled Sheet,
KKK 20 latex additives, Gilsonite and materials containing cement base material give results meet all
HRS B specification requirements, and the Viatop and Vestoplast additive Split Mastic Asphalt
mixture provides results that meet the Split Mastic Asphalt specifications,[7]. The parameters of the
vertical direction subgrade reaction modulus (kv) are defined as the ratio between the soil pressure and
the decrease that occurs, which is determined from the plate load test. According to Hardiyatmo, et al.
basic formula for calculating kv values for rigid plates is presented in Eq. [8][9].
2.2 Asphalt
Asphalt is a thermoplastic material that will become hard or thicker if the temperature decreases and
will be soft or more liquid if the temperature increases [10][11]. Asphalt will harden6 and bind the
aggregate in its place (Thermoplastic properties). The function for hardening is as a binder and
filler,[12].
2.3 limestone
Limestone is sedimentary rock which is mainly composed by calcium carbonate (CaCO3) in the form
of calcite minerals and is one 10 material for development that has been widely used by humans and
used as a stabilizing agent on soils that have good performance bad and is also used on soft soil. Since
a long time a mixture of clay has been widely used as building material,[13][14]. Limestone contains
98.9% calcium carbonate (CaCO3) and 0.95% magnesium carbonate (MgCO3) [15]. Lime is one of
the many industrial minerals used by the industrial and construction sectors. In general, chalk is
hydraulic, does not show weathering and can be carried away. Physically chalk is a white and smooth
object, [16]. The basic ingredient of Limestone is Limestone.

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Workshop on Environmental Science, Society, and Technology (WESTECH 2020) IOP Publishing
IOP Conf. Series: Materials Science and Engineering 1125 (2021) 012019 doi:10.1088/1757-899X/1125/1/012019

Figure 1. shows the physical form of Limestone.

Limestone contains calcium carbonate CaCO3, with heating (± 980˚C) the carbon dioxide comes out
and only the lime (CaO) is left. Chalk from the results this combustion when added to the water will
float and crack, [17]. Lots of heat issued (like boiling) during this process, and the result is "Calcium
Hydroxide (Ca (OH) 2). Water is used for this process in a manner theoretically only 32% by weight
of lime is needed, but due to intermediate factors other combustion, type of lime and so on sometimes
water is needed 11 up to 2 or 3 times the volume of lime. This process is called slaking as for some the
result is calcium hydroxide called slaked lime or hydrated lime, [18]. From calcium hydrate will be
obtained by limestone mortel. This mortel is in the open air absorb carbon dioxide (CO2) and by
chemical processes produce CaCO3
2.4 AC – BC mixture
This layer is a layer of pavement that is located below the layer wear (Wearing Course) and above the
foundation layer (Base Course). This layer not directly related to the weather, but must have thickness
and sufficient strength to reduce stress / strain due to past loads cross will be forwarded to the layer
below it, namely Base and Sub Grade (Subgrade). The most important characteristic of this mixture is
stability,[19]. In the application of the use of a mixture of AC-BC in the pavement structure
arrangement the road can be seen in Figure

Figure 2. Structure of road pavement structure

The function of the AC-BC layer according to the Center for Transportation Infrastructure (2004) is to
reduce stress and withstand the maximum load due to the load traffic, so it must have enough strength.
2.5 Aggregate
Aggregate / rock is hard material which when compacted, so united strongly will form the main
structure of the jalantanpa or with addition of adhesive. Aggregates in quality and good qualities are
needed for surface layers which directly bear the burden of traffic and spread it to the lower layer.
Based on large aggregate particles, [20]. aggregates can be distinguished by:
1. Coarse aggregate, ie rocks held by sieve No. 8 (2,36mm) consisting of broken stone or broken
gravel.
2. Fine aggregate, that is rocks that pass through sieve No. 8 (2.36mm) and restrained sieve No. 200
(0.075 mm) consists of the results of breaking stones or natural sand.

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Workshop on Environmental Science, Society, and Technology (WESTECH 2020) IOP Publishing
IOP Conf. Series: Materials Science and Engineering 1125 (2021) 012019 doi:10.1088/1757-899X/1125/1/012019

3. Filler aggregate, consisting of materials that pass filter No. 200 (0.075mm) not less than 75% by
weight (SK. SNI M-02-1994 03).
4. Combined aggregate gradation is the aggregate aggregation gradation for the mixture paved,
indicated in percent against aggregate weight, must meet boundaries and must exist outside the
restriction zone (Restriction Zone).
The nature and quality of the aggregate determine the ability to bear the burden traffic. Aggregates
with good quality and properties are needed for the coating the surface directly, bearing the burden of
traffic and spreading coating underneath.

3. Research Method
3.1 Asphalt testing using Marshall method
Mixed designs based on the Marshall method were discovered by Bruce Marshall, and has been
standardized by ASTM or AASHTO through some modifications, namely ASTM D 1559-76, or
AASHTO T-245-90. On preparation test objects, there are several things that need to be considered
include Number of test specimens prepared ; Aggregate preparation to be used ; Determination of
mixing and compaction temperature ; Preparation of asphalt concrete mix ; Compaction of test
specimens ; Preparation for Marshall testing. From the results of testing with Marshall equipment
obtained data as following: values of stability, volume weight, plastic fatigue (flow), VIM, VMA,
asphalt absorption, thick asphalt layer (asphalt film), effective asphalt content, quotient marshall
(marshall coefficient).

4. Result and Discussion

4.1 CBR subgrade layer test results
CBR testing is performed on the subgrade layer after compaction every 5 cm. This gradual compaction
is intended to reach densities that are close to the density of granular soils that have been tested in the
laboratory. CBR value 0.1 "obtained after calculation will be converted to kv value using the Oglesby
and Hicks (1982) nomogram. Based on this conversion, the kgrade subgrade layer value of 69,796,255
kN / m3 is obtained.
Table 1. Comparison of kv subgrade values.

Kr Subgrade Difference
Sample Combinations
kN/m3 (%)
Subgrade 53,656,483 -
Subgrade + Base Course 86.458,598 36,85
Subgrade + Base Course 15 cm 110.984,23 63,15

Table 1 shows that the addition of a 15 cm thick base course and 15 cm thick subbase can increase the
kv values respectively 36,85% and 63,15% to the kv value of the subgrade layer.
Table 2 Recapitulation of CBR and kv values for all layer combinations
Thicknes CBR
No Sub Combination Kv (kN/m3)
(Cm) (%)
1 Subgrade 25 20,97 69.796,26
2 Subgrade + Subbase course 5 cm 30 25,99 80.645,16
3 Subgrade + Subbase course 10 cm 35 30,13 87.719,30
4 Subgrade + Base course 40 31,35 96.153,85
5 Subgrade + Subbase course 5 cm + Base course 45 32,8 106.382,98

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Workshop on Environmental Science, Society, and Technology (WESTECH 2020) IOP Publishing
IOP Conf. Series: Materials Science and Engineering 1125 (2021) 012019 doi:10.1088/1757-899X/1125/1/012019

Thicknes CBR
No Sub Combination Kv (kN/m3)
(Cm) (%)
6 Subgrade + Subbase course 15 cm 40 41,8 121.951,22
7 Subgrade + Subbase course 20 cm 45 43,2 128.205,13
8 Subgrade + Subbase course 10 cm + Base course 50 43,98 131.578,95
9 Subgrade + Subbase course 15 cm + Base course 55 53,65 147.058,82
10 Subgrade + Subbase course 20 cm + Base course 60 55,09 151.515,15

Table 2 shows that the combination of a 15 cm subgrade + subbase course that has a kv value of
26.83% higher than the kv value of a subgrade + base course combination layer. The same thing
happened to the combination of subgrade + subbase course 20 cm which has a kv value of 20.51%
higher than the kv value of the subgrade layer + subbase course 5 cm + base course. The relationship
between subbase course thickness on plate deflection, CBR and kv.

Figure 3 The Plate deflection that occurred in each layer of subbase course
Figure 3 shows the Plate deflection that occurred in each layer of subbase course (without base
course) decreased consecutively by 8.06%; 28.07% and 4.88%. Plate deflection that occurred in each
layer of the base course has decreased consecutively by 9.62%; 19.15%; 10.53% and 2.94%.

Figure 4 Relationship between subbase course thickness and CBR value

Figure 4 shows that the CBR values in each layer of subbase course (without base course)
increased respectively by 15.93%; 38.73% and 3.35%. The CBR value in each base course layer
increased by 4.63%; 34.09%; 21.99% and 2.68%.

Figure 5 the value of kv in each layer of subbase course (without base course)

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Workshop on Environmental Science, Society, and Technology (WESTECH 2020) IOP Publishing
IOP Conf. Series: Materials Science and Engineering 1125 (2021) 012019 doi:10.1088/1757-899X/1125/1/012019

Figure 5 shows the value of kv in each layer of subbase course (without base course) increases
respectively by 8.77%; 39.02% and 5.13%. The value of kv in each base course layer increased by
10.64%; 23.68%; 11.76% and 3.03%.
5. Conclusion
The conclusions obtained from this study are:
a. The addition of subbase course thickness of 10 cm to 15 cm can reduce plate deflection values by
28.07% in layers without base course and 19.15% in layers with base course. The CBR value by
38.73% in layers without a base course and 34.09% in layers with a base course. The kv value
increase by 39.02% for layers without base course and 23.68% for layers with base course.
b. The subgrade combination (25 cm) + subbase course (15 cm) has a kv value of 33.33% greater than
the subgrade combination (25 cm) + base course (15 cm). Limestone material can be an alternative
to be used as a subbase course layer.

6. Acknowledgment
The researcher wants to support Kadiri University, especially the Engineering Faculty, for giving a
chance for doing the research and composing the report.

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