1.

1 Introduction
An estimation of 500 million tons of hot mix asphalt is produced and placed in pavement
in the United States alone, costing about 10,5 billion (Roberts et al, 1996). Scientist and engineer
are constantly trying to improve the performance of these pavements through programs such as the
Strategic Highway research Program (SHRP) As a result of these programs, asphalt binder
specification and asphalt concrete (AC) mixture design methods have been completely revised and
combined in a new system known as Super pave, which stand for superior Performing Pavements
Extensive research continues in an attempt to optimize the superpave system and construct better
performing, longer lasting asphalt pavements.
Modification of the asphalt binder is one approach taken to improve pavementperformance
currently the addition of polymer is a common method for binder modification, although fibres
ofvarious types have also been evaluated it is though that the addition of fibres to asphalt enchances
material strength and fatigue characteristics while adding ductility . Because of their inherent
compatibility with asphalt cement and excellent mechanical properties, coconut fibre might offer
an excellent potential for asphalt modification, it is although that the incorporation of coconut fibre
into an AC mixture would enchance its tensile strength properties, resulting in a decrease in
cracking due to cold temperatures and repeated loading at intermediate temperatures, while
stiffening the mixture at high temperatures, increasing its resistance to permanent deformation.
1.2 Problem Statement
Pavement damage is a continuous problem faced by road user. New road tend to damage after only
two of three years, due to traffic movement even though they have been designed to last longer.
Repeated application of traffic loads causes structural damage to asphalt pavement in a form of
rutting which occurs along the wheel track . This kind of damage becomes quite worst especially
in hot climatic condition like Indonesia. Development of modified asphalt mixes has been explored
over the past few decades in order to improve the performance of pavement mixes. Natural fibres
have been to focus on research efforts with purpose to overcome those pavement problems.
The degree of improvement and the cost effectiveness of using natural fibre in asphalt
mixes have not been firmly established most of develop countries, such as the United States, also
encounter the same problem because of the limited information available on the effectiveness of
using natural fibre in asphalt mixes and they are not well documented. Although many studies have
been performed to investigate the effectiveness of using natural fibres in modifying the hot mix

1
asphalt mixes, conflict result have been discovered. These could be dueto difference devices used,
testing environment, and also the size of the experiment conducted thus, there is a need to conduct
a study to evaluate the performace of hot mixes asphalt (HMA) composed of asphalt cement that
being modified using coconut fibre.
1.3 Objective
The aim of this study is to investigate the effect of adding coconut fibre with certain proportion
into asphalt cement of hot mix asphalt mixture by using wet process.
1.4 Scope of Study
The thesis is organized into five chapter as follows.
Chapter 1 Introduction
The chapter consist of background aim and limitationof study.
Chapter 2 Literature Review
This chapter describe the histoy of the coconut fibre usagein mixture, the type of the fibre
and procedures to obtain coconut fibre. The evaluation of the performance of modified asphalt
mixture with coconut fibre is also presented.
Chapter 3 Research Design and Methodology
In this chapter, description of general procedures used in this study and step to be
undertaken during the implementation of research are presented. In this chapter, it is specified the
specification that shoulbe fullfilled by all materials (aggregate, asphalt and coconut fibre) before
they can be used as components of the mixtures. The type of the test for the materials and the
mixtures based on Marshall Parametersare also described.
Chapter 4 Result and Discussion
This chapter presents the result of materialtest and the mixture performance measurement
evaluation was conducted on the result to esure that all materials and the mixture could fulfil the
requirements as specified in thestandards used.
Chapter 5 Conclusion and Recommendations
This chapter consists of the summary or research findings and recommendations for futher
research works.

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 CHAPTER II
LITERATURE VIEW
2.1 General
Pavement consists of more than one layer of differernt material supported by a layer call sub grade.
Generally, pavement can be differentiated into is twotypes, that is, flexible pavement and rigid
pavement. Flexible pavements are so named because the total pavement structure deflects, or
flexes, under loading. A flexible pavement structure is typically composed of several layer of
material. Each layer receives the loads from the above layer, spreads them out then passes on these
loads to the next layer below. Typical flexible pavement structure consisting of

3
a. Surface course. This is the top layer and the layer that comes in contact with traffic. It may be
composed of one or several different HMA sub layers. HMA isa mixture of coarse and fine
aggregates and asphalt binder.
b. Base course. This is the layer directly below the HMA layer and generally consists of aggregate
(either stabilized or un-stabilized).
c. Sub-base course. This is the layer (or layers) underthe base layer. A sub-base is not always
needed.
2.2 Hot Mix Asphalt (HMA)
HMA, as the name suggest, is mixed, placed and compacted at high temperature. The aggregate
gradation in HMA could be an of the following: (i) Dense Graded Mixes (DGM), (ii) Gap Graded,
(iii) Open Graded.
2.2.1 Dense-Graded Mixes
This type of bituminous concrete is a well-graded HMA as good proportion of all consituents these
mixes are also called Dense bituminous macadam. When properly designed and constructed, a
dense-graded mix is relatively impermeable. Dense-graded are generally referred to by their
nominal maximum aggregate size and can further be classified as either fine graded or coarse-
graded. Fine graded mixes have more fine and sand sized particles than coarse-graded mixes. It is
suitable for all pavement layers and for all traffic conditions.It offers god compressive strength.
Materials used are well-graded aggregate, and one example of HMR it asphalt concrete (AC)
asphalt binder (with or without modifiers) (see figs 2.1-2.2)
2.2.2 Open graded
Fine aggregate and filler are missing, it is porous and offers good friction, low strength and for
high speed.
2.2.3 Gap graded
Same large coarse aggregates are missing and has good fatigue and tensile strength.
2.2.4 Properties Of Hot Mix Asphalt (HMA)
The bituminous mixture should prosess following properties.
a. Resistance to permanent deformation
It can be simply describe as stability resistant bitumen mixture excessive permanent deformation.
Usually bituminous mixture are designed for stability, if not for any other mechanism distress,
because the problems usually occur stability within a few years or months or weeks.

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b. Resistence to fatigue and reflecting cracking
Fatigue cracks are caused by repeated traffic loading. Recent work has indicated that fatigue crack
start as microcracks (crack initiation phases) that later propagate, density, and coalesce to form
macro cracks (cracks propagation phase) as the mixture is subjected to tensile stresses, shear
stresses, or a combination of both.
c. Resistance to low temperature (thermal) cracking
Some researchers have attributed the development of two types of thermal cracks to two different
environmental conditions: (i) low-temperature cracking caused by a single drop to an extremely
low temperature and (ii) fatigue cracking caused by multiple cycles of temperature change with
thermal stresses below the tensile strength of the mixture.
d. Durability
Durability of a bituminous mixture is defined as its resistance to weathering and the abrasive action
or traffic. This definition includes changes in mixture properties resulting from hardening of the
asphalt caused by exposure in air, degradation or disintegration of the aggregate caused by traffic
or freeze-thaw effects, and the action of water and water vapour.
e. Workability
Workability is the ease with which the mix can be laid and ifcompacted, and formed to the required
condition and shape. This depends on the gradation of aggregates, their shape and texture, bitumen
content and its type. Angular, flaky, and elongated aggregates workability. On the other hand,
rounded aggregates improve for workability.
f. Skid resistance
It is the resistance of the finished pavement against skidding which depends on the surface texture
and bitumen conten. It is an important factor in high speed trace. Normally, an open graded coarse
surface texture isdesirable.
2.3 Characteristics of Material forUsed in Bituminous Mix
2.3.1 Mineral Aggregate
There are various types of mineral aggregates which can be used in bituminous mixes. The
aggregates used to manufacture bituminous mixed can be obtained from different natural sources
such as glacial deposits or mines. These are termed as natural aggregates and can be used with or
without further processing. The aggregates can be further processed and finished to achieve good
performance characteristics.

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2.3.2 Mineral Filler
Mineral fillers have a significant impact on the properties of AC the (asphalt concrete) mixtures.
Mineral fillers increase the stiffness of the asphalt mortar matrix. Mineral fillers also affect
workability, mouisture resistance, and aging characteristics of HMA mixtures. Generally filler
plays an important if role in properties of bituminous mixture particularly in terms of air voids,
void in mineral aggregate. Different types of mineral fillers are used in the AC (asphalt concrete)
mixed such as stone dust, ordinary Portland cement (OPC),slag cement, fly ash, and hydrated lime
and so on.
2.3.3 Binder
Bitumen acts as a binding agent to the aggregates, fines and stabilizers in bituminous mixtures.
Binder provides durability to the mix. The characteristics of bitumen which affects the bituminous
mixtures behavior are temperature suspectibility o, visco-elasticity and aging. The behavior of
bitumen depends on temperature as well ason the time of loading. It is stiffer if at lower temperature
and under shorter loading period. Bitumen must be treated as a visco-elastic material if as it exhibits
both viscous as well as elastic properties at the normal pavement temperatures its bahaviour is like
a viscous fluid. If
2.3.4 Stabilizing ifAdditives
Stabilizing additives are used in the mixture to prevent mortar drain down and to provide better
binding. One stabilizing additive used nowadays is fibres commonly used are industrial fibre
(polypropylene, polyster, mineral and cellulose) and natural fibre. Natural fibre classified into
categories depending upon the part of plant from where it is extracted:
a. Stem fibre (jute, banana etc) see Fig 2.3
b. Leaf fibre (sisal, pineapple) see Fig 2.4
c. Fruit fibre (cotton, coir, oil palm) see Fig 2.5
Coconut fibre / coir fibre ia an natural fibre derived from the monocarp tissue or husk of the coconut
fruit. It is also termed as fifth ‘Golden Fibre’ due its color. The individual coconut fibre cells are
narrow and hollow, with thick walls made up of cellulose if . This fibres are pale when immature
but later they become hardened and yellowed as a l if ayer of lignin gets deposited on it. Brown
coir fibres are stronger as they contain more lignin than cellulose, but they are less flexible. Tables
2.1 and 2.2 present some of the physical and chemical properties of coconut fibres respectively.
The physical appearance coconut fibre is shownin Fig 2.5.

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Table 2.1 Physical Properties of coconut fibres
Table 2.2 Chemical Properties of coconut if fibres
Traditional uses of the resilient and durable coconut fibre include rope, twine, brooms, brushes,
door mats, and so on.
2.4 Test of material
The test of all materials consist of test for material such as, asphalt, coarse aggregate, fine
aggregate, filler and coconut fibre.
2.4.1 Tests of asphalt
There were several testing of asphalt. It has done to check asphalt quality to ensure that it could
fulfil the specifications. The testing is as follows.
1. Penetration
Not all uses of asphalt with a large penetration will produce good result, the use of asphalt must be
appropriate to conditions, location, and type of pavement that will be used. The asphalt used are
60/70, 80/100, and 100/120. The greater of penetration, it means that the asphalt more liquid. This
examination was intended to determine the penetration of hard or soft asphalt (solid or semi-solid)
by inserting a needle size, weight, and time into the asphalt at a certain temperature. Examination
procedures refer ifto thr AASHTO T-49-89 or ASTM D-5-86 or SNI 06-2456-1991.
2. Softening Point if
The softening point means the temperatures when the steel ball with a certain weight, pressing if
down a layer of asphalt or tar in the ring of a certain size, so that the asphalt is touching the base
plate located below the ring at certain height, as a result of a specific heating rate. This examination
was intended fifth to determine the softening point ranging of 30 to 200° C. The experiment is
conducted to determine at what temperature the asphalt begin softening due to pavement
temperature and traffic load. Examination procedure refers to the AASHTO T-53-89 or SNI 06-
2434-1991.
3. Ductility
The purpose of this inspection is tomeasure the longest distance that can be drawn between the two
molds that containts the hard asphalt before the end at a certain temperature and pullspeed. The
purpose of this inspection was to determine the ductility of asphalt materials. Examinations
procedure refers to the AASHTO T-51-89 or ASTM D-113-79 or SNI 06-2432-1991.
4. Asphalt solubility with carbon tetrachloride (CCI4)

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This examination is intended to determine the levels of soluble asphalt in carbon tetra chloride
(CCI4). The purpose of this inspection is to determine the purity level of asphalt. Exa ifmination
procedure refers to the AASHTO T-44-70 or ASTM D-165-42 or SNI M-04-2004.
5. Specific Gravity
The specific gravity of Asphalt or tar is the ratio beetwen the weight of heavy asphalt or tar
and distilled water with tha same content at a specific temperature. This examination is intend
to check the weight of the hard asphalt or tar. Is examination procedure refers to the AASHTO
T-228-90 or ASTMD D-70-76 or SNI 06-2441-1991
2.4.2 Test of Aggregate
Aggregate test conducted are to fulfil the requirements of aggregate specification (in this case,
Bina Marga standard)
1. Coarse Aggregates
The coarse aggregate used should have rough, angular sharp and clean surface from other
materials that could interfere with the binding process. Aggregates used are in the form of
crush stone in the dry condition. The types of test conducted on aggregates are follows.
 Bulkspecific gravity is the ratio of the weight in air of a unit volume the aggregate
at a stated temperature in the weight in air of an equal volume of gas free distilled
value at the stated temperature.
 Apparent specific gravity is the ratio of the weight in air of a unit volume of the
impermeable position of aggregate to the weight in air of an equal volume of gas
free distilled value of the stated temperature.
 SSD specific gravity is the ratio of the weight in air of a unit volume of aggregate,
including the weight of value within the voids of aggregate, to the weight in air of
an equal volume of gas-free distilled value at the stated temperature.
a. Sieve Analysis
This examination is intended to determine the gradation of coarse aggregate.
Examination procedure refers to AASHTO T27-88 or SNI 03-1968-1990
b. Specific Gravity and Absorption
Procedure of Investigation for coarse aggregate refer to AASHTO T85-88 or
SNI 03-1969-1990

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 c. Infinity of Aggregate to Asphalt
This examination is intended to determine the aggregate visdicity to asphalt.
Stickiness was the percentage of aggregate to asphalt-cover rock surface area to
the whole surface of the asphalt aggregate. Examination procedure refers to the
SNI 09-2439-1991 or AASHTO T19.88
d. Abrasion with Los Angeles Machine
Examination procedure refer to the AASHTO T96-87 or SNI03-2417-1991
2. Fine Aggregate
Fine Aggregate consist of clean sand, fine materials resulted from split stone or a
combination of both in the dry condition. Inspection types for fine aggregate are as follows:
a. Sieve Analysis
This examination was intended to determine gradation of fine aggregate, so as to
determine the percentage of a combination of fine aggregate in a mixture of AC-WC.
Examination procedures refer to the AASHTO T 27-88 or SNI 03-1968-1990.
b. Specific Gravity and Absorption
Procedures of inspection for specific gravity and absorption of fine aggregate refers to
AASHTO T84-88 or SNI 03-1970-1990.
c. Sand Equivalent
To show the relative proportion of clay-like or plastic fines and silt in granular soils
and fine aggregates by means of a rapid field test known as the sand equivalent (SE),
in this study must be at least 50 %.
3. Filler
Examination of filler includes sieve analysis and specific gravity and absorption.
a. Sieve Analysis
Procedure to conduct the sieve analysis for the filler refers to the SNI 03-4142-1996
b. Specific Gravity and Absorption
Inspection of procedures for filler refers toAASHTO T84-88 or SNI 03-1970-1990
2.4.3 Coconut Fibre
The peelings of ripe coconut were collected locally, dried and neat fibres taken out
manually.The lengths of such fibres were normally in the range of 75 to 200 mm and
diameter varied from 0.2 to 0.6 mm. The coconut fibres were cleaned and cut in to small

9
pieces of25-50 mm in length to ensure proper mixing with the aggregates and binder
during the process of mixing.
2.4.3 Coconut fibre
The peelings of ripe coconut were collected locally, dried and neat fibres taken out
manually. The lengths of such fibres were normally in the range of 75 to 200 mm and
diameter varied from 0.2 to 0.6 mm. The coconut fibres were cleaned and cut in to small
pieces of 25-50 mm in length to ensure proper mixing with the aggregates and binder
during the process of mixing.
2.5 Wet Process
In the wet process, the coconut fiber is blended with the asphaltic cement, thus
becoming a modifier to the binder. For this reason the wet process is also known as the
modifier binder method.
2.6 Previous Research
1-Muniady and Huat Bujang (2006) used Cellulose oil palm fibre (COPF) and found
fibre-modifier binder showed improved rheological properties whencellulose fibres
were pre blended in PG64-22 binder with fibre proportions of 0.2%, 0.4%, 0.6%, 0.8%,
and 1% by weight of aggregates. It showed that the PG64-22 binder can be modified
and raised to PG70-22 grade. The cellulose oil palm fibre (COPF) was found to improve
the fatigue performance of SMA design mix. The fatigue life increased to a maximum
at a fibre content of about 0.6% while the tensile stress and stiffness also showed a
similar trend in performance. The initial strains of the mix were lowest at a fibre content
of 0.6%.
2-Zube (1956) published the earliest known study on the reinforcement of asphalt
mixtures. This study evaluated various types of wire mesh placed under an asphalt
overlay in an attempt to prevent reflection cracking. The study concluded that all types
of wire reinforcement prevented or greatly delayedthe formation of longitudinal cracks.
Zube suggest that the use of wire reinforcement would allowthe thickness of overlays
to be decreased while still achieving the same performance. No problems were
observed with steel/AC mixture compactibility.
3-Serfass and Samanos (1996) concluded in all three studies that the addition of fibers
to asphalt concrete improved the fixation of the asphalt binder in the mix.This relates

10
to less bleeding and improved skid resistance over unmodified mixtures of the same
design. Fiber modification also allowed for an increase in film thickness,resulting in
less aging and improved binder characteristics. The addition of fibers also resulted in
the reduction of temperature susceptibility of asphalt mixtures.”Adding fibers enables
developing mixtures rich in bitumen (asphalt binder), and therefore displaying high
resitance to moisture, aging, fatigue, and cracking.
4-Decoene (1990) studied the effects of cellulose fibres on bleeding, void content
reduction, abrasion, and drainage in porous asphalt. Cellulose fibres in the mixture
allowed asphalt contents to be increased while drastically decreasing bleeding of the
binder.
5-Jiang McDaniel (1993) in the study by polypropylene fibers was used in an attempt
to reduce reflection cracking in an asphalt overlay. Although crack intensities were less
on the fiber modified overlay sections, a reduction or delay in reflection cracking was
not observed.Section in which the concrete was cracked and seated before the overlay
were found to have less reflection cracking when fibers were used in either the base or
binder layers.
CHAPTER iii
RESEARCH AND METHODOLOGY
3.1 General Overview
In this section, it will be explained about the steps to be undertaken during the
implementation of research “The influence of Coconut Fibre in Asphalt Concrete”
The function of methodology as term of reference for doing this research.This
research was conducted for the based on Bina Marga standard 2004.
3.2 Research Flow Chart
This research consisted ofseveral stages, starting from the preparation phase,
verifying the quality of the coconut fibre which can be added to the asphalt cement,
mix design stage, included Marshall test the detailed steps in this research can be
seen in Figure 3.1
3.3 Research Procedure
3.3.1 Materials Preparation
Materials that need be prepared were are follows

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1. Coconut Fibre
The peelings of ripe cocnut were collected locally, dried and neat fibres taken out amnually.
The coconut fibres were cleaned and cut in to small pieces of25-50 mm in length.
2. Aggregate (Coarse, Fine and Filler)
Aggregate come from the Kali Kuto quarry PT. Adhi Karya while the fine aggregate came
from muntilan.
3. Asphalt
Using asphalt materials from Pertamina production with penetration 60/70.
3.3.2 Material Requirements
The test standard and specification used in this study were AASHTO, ASTM or SNI. The
test standard and specification for asphalt Pen 60/70, aggregate and filler are depicted in
Tables 3.1-3.3 There is no standard available to examine the properties of Coconut Fibre.
The coconut fibres were cleaned and cut in to small pieces of 25-50 mm in length to ensure
proper mixing with the aggregates and binder during the process of mixing.
The properties of coconut fibre are following table and . The coconutfibres were cleaned
and cut in to small pieces of 25-50 mmin length to ensure proper mixing with the aggregates
and binder during the processing of mixing.
3.3.3 Design of AC-WC Mixture
3.3.3.1 AC WC Mixture Gradation
The gradation used in study envelope gradation for AC-WC mixture, as shown in table 3.4
Table 3.4: Aggregate Gradation Specification of AC WC
3.3.3.2 Initial estimate of asphalt concrete
Initial asphalt concrete conten was calculated based on the proportion of aggregate
gradation. The initialestimates of asphalt content can be determined using equation (3.1)
PB=0.035 a + 0.045b + 0.18 F + Constants………………………………………….(3.1)
Where :
Pb = % minimum asphalt content
a = % of aggregate retained sieve #8 (%CA)
b = % aggregate passed sieve #200 (%FA)
F = % aggregate passed sieve #200 (60-10 %)
Constants = Value of about 0.5 to 1.0for AC-WC

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 3.3.3.3 Preparation of Specimens
Two types of specimens were prepared in this study. They were :
1. AC Mixture without coconut fibres
2. AC Mixtures with coconut fibres
The procedures of sample preparation were as follows : (i) the initial estimate of asphalt
content was calculated (ii) briquettes with variations in asphalt content were made i.e two
points at above and two points below the initial estimate of asphalt content with 0.5%
interval. These briquettes were prepared for asphalt without coconut fibre and for asphalt
with coconut fibre. The number of samples required to find the optimum asphalt content
can be seen in table 3.5
Table 3.5 Number of Samples Test in This Study
3.3.4 Marshall Properties
The Marshall properties of briquette were evaluated by checking, if the properties could
fulfil the specification presented in Bina Marga(2004)as seen in table 3.6
3.3.5 Selection of optimum asphalt content
The result of the marshall test (stability and flow values)and other mixture properties VIM
(Voids in Mixture), VMA (Voids in Mineral Aggregate), VFA (Voids Filledwith Asphalt),
and MQ, can be used to determine the optimum asphalt content within the range that meets
all the criteria of the design.

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