1. Introduction

The choice of surface layer type on the road pavement structure is adjusted to the road’s intended function of serving traffic volumes during its service life. Other problems are excessive axle load, large-scale vehicles, and side channel damage. These problems cause severe damage to most of the road pavement, and the pavement will likely be repaired.

Paving block material can be used as a road surface for low-traffic or medium-traffic, depending on the height of the paving blocks used. The problem in maintaining road surfaces is resurfacing due to increased load on road surfaces, especially on urban roads. Using concrete paving blocks can improve durability, reduce maintenance requirements, and provide pleasing aesthetics for consumers [1]. Road surface maintenance and dismantling work using paving blocks does not require heavy equipment, which can save costs. This material is widely used on residential roads, driveway access roads, sidewalks, garages, and parking lots. In general, the material size is in the form of blocks measuring 200-100-60 mm consisting of crushed stone, stone ash, sand, cement, and water. This material is a precast product produced in a factory, so it provides good dimensional consistency and accuracy in concrete paving blocks [2]. This pavement has become an attractive engineering and economical alternative to flexible asphalt and cement concrete rigid pavement due to its easy and fast placement, ease of maintenance and removal, resistance to movement and damage, durability, and aesthetic surface [3]. Block paving is used worldwide primarily for its resistance to movement, damage, and aesthetic surface. These features result in longer pavement life, reduced maintenance costs, extended replacement cycles, and reduced raw material usage. In addition, block paving eliminates rainwater runoff and saves land, can be produced using local materials and labor, and is recycled [4].

The increasing demand for paving blocks as a construction material has increased the need for cement [5]. The demand for cement as a building material is also in other buildings, so efforts are needed to find alternative solutions without harming durability and other physical characteristics. The cement production process significantly negatively impacts the environment due to producing carbon dioxide emissions [6].

Another building construction material requirement that requires savings is aggregate. Restrictions on stone mining from a quarry are intended to preserve the environment. Therefore, the agency can use recycling methods to meet the needs of building materials, such as aggregate materials. The need for aggregate to form cement concrete and asphalt concrete requires around 60-75% of the concrete volume, and natural resources cannot be produced shortly.

Research on recycled concrete aggregate (RCA) as a substitute for natural aggregate is continuing, even though RCA has different properties from natural aggregate (NA). In RCA, there is mortar that sticks to the aggregate. As a result, water absorption in RCA was higher than in NA and had a lower work capacity [6] [7]. This absorption is a consequence of the cement mortar adhering to the surface. Higher absorption reduces the amount of water available to combine with the cement; this hurts the mechanical properties of RCA, among other disadvantages [8]. However, the use of RCA with certain technologies is something that promises to reduce the environmental impact of the construction sector and preserve natural resources.

RCA can be processed from several types of concrete waste, such as substantial waste from batching plants, building construction demolition waste, etc. Somebody can apply this waste to engineering or building infrastructure as some components have a high resource value and have previously proven technical sustainability of recycled concrete. Recycling technologies have been developed in road pavements to limit the use of new natural aggregates. Reducing concrete waste can reduce the need for landfills for construction waste, where aggregate is the main component of concrete waste, the most significant construction waste [9]. Waste concrete is original concrete from construction, made by separating mortar from stone, which can be reused. One of the main reasons for using RCA in road pavement is to complete construction work in a more environmentally friendly manner. On a global scale, the construction sector contributes to waste, which increases yearly. Therefore, the construction sector can significantly reduce the amount of concrete waste by using aggregate waste as a road pavement mixture [10]. RCA shape variation will occur during mix preparation due to the bonding mortar.

The paving block forming material can be used as an asphalt binder to substitute Portland cement. This method is an alternative for reducing cement demand, even though using asphalt still hurts carbon emissions from the asphalt heating process at a specific temperature. Depending on availability, asphalt can be used as an aggregate binding material to form paving blocks. A choice of asphalt types is available, including oil asphalt and rock asphalt. There are many types of natural asphalt (mainly rock and lake asphalt). One kind of rock asphalt in the form of natural rock asphalt deposits on Buton Island, Indonesia, has been widely used in recent years [11–13]. Buton Rock Asphalt (BRA) contains large reserves of natural rock asphalt with an average asphalt content of 20% [14].

Natural rock asphalt is formed from a process that combines heat, pressure, oxidation, catalysts, and bacteria after hundreds of millions of years of geological changes in rock fractures [15]. As an additional material, BRA effectively increases the temperature sensitivity of the asphalt. Increasing the BRA content decreases the penetration value gradually while the soft point of asphalt gradually increases. By adding BRA to new asphalt, the ductility value decreases rapidly. Meanwhile, the rheological properties of BRA at high temperatures have a positive modifying effect; on the contrary, it hurts crack resistance at low temperatures [16]. In BRA, there is ash content, which can improve the behavior of oil asphalt at high temperatures and has the best modification effect with a significant specific surface area. The optimal modification effect on the recommended particle size is 200 mesh [17]. Adding Rock Asphalt (RA) can significantly improve the performance of petroleum asphalt binder at high temperatures. More details show that higher RA dosage results in better high-temperature performance and shows little adverse effect on the performance of binder and asphalt mixture at low temperatures [18]. Resistance to wheel groove deformation of asphalt mixed with rock asphalt (RA) increases with increasing dosage. However, the effect of BRA dose on variations in groove resistance is smaller than the resistance to water impact and high temperatures [19]. BRA is an excellent modifier due to its low cost and excellent compatibility with petroleum asphalt because BRA and petroleum asphalt are both petroleum derivatives. Many studies have verified the remarkable effects of RA as a modifier in improving the strength, high-temperature stability, aging resistance, and weather resistance of asphalt pavements  [20,21]. The BRA-modified asphalt mixture has a much higher durability modulus. The influence of temperature, service time, traffic volume, and loading time on the resistance modulus shows that BRA-modified asphalt mixtures have better performance on these factors than unmodified asphalt mixtures [22]. One of the waste oils that is reused as a rejuvenation material in the road asphalt industry is WEO. This used oil can reduce the viscosity of old asphalt and increase the potency of the asphalt mixture. Using 15% waste engine oil (WEO) as a BRA softener increases BRA utilization. It reduces the use of pure asphalt (oil asphalt) up to 32% of the total weight of BRA-modified asphalt at penetration 60. The study results show that this method can increase BRA utilization and reduce the need for petroleum asphalt [23].

The composition of WEO is very complex, but most of its chemical compounds are low-weight components, such as aromatic solvents, paraffin oils, and polyolefin oils, similar to aromatics in asphalt [24]. Reusing used oil as a rejuvenation material in the road pavement industry can help reduce the amount of used oil waste that becomes B3 waste. This waste is used as a softener or rejuvenator for old asphalt by curing for 24 hours with a certain percentage until the properties of the old asphalt approach those of the new asphalt, especially at the planned penetration value [25]. Previous research found that adding waste oil can increase penetration value, decrease softening point, and decrease ductility and asphalt viscosity, thereby reducing the production temperature and compaction of the asphalt mixture  [26–29]. Similar observations have been made on the softening and elasticity properties, so using 50% aged asphalt is relatively helpful in restoring the physical properties [30]. The results show that all types of waste oil can increase anti-aging properties. Because motor oil and asphalt binder are products of petroleum refining, some contractors have investigated blending used motor oil as a potential binder replacement or rejuvenator when joining reclaimed asphalt pavements [31]. Used oil can improve the performance of old asphalt by adding lightweight components. And as a modifier, the influence of WEO on the performance of various types of asphalt is receiving increasing attention. However, there are drawbacks to using WEO in asphalt mixtures. Some disadvantages are that the viscosity of the used oil is relatively high, causing uneven distribution of the asphalt mixture. In addition, using this softening agent causes a decrease in the elastic properties of asphalt and groove resistance [32].

The main objective of this research is to conduct a study on the design of asphalt paving blocks using BRA, waste concrete aggregate, and waste engine oil. This waste material utilization research aims to determine the combination of aggregate waste utilization in BRA and RCA by including WEO as a softening agent for BRA asphalt. In this way, savings are obtained from the use of new materials. This recycled material is processed to achieve aggregate asphalt mixture performance at certain specifications. The development of waste utilization in this research still refers to previous research by optimizing the performance of the remaining material. Thus, using materials in this way can contribute more to environmental sustainability.

2. Materials

2.1. Asphalt Binder

The asphalt binder in this study consisted of Pen 60/70 quality oil asphalt in the form of new asphalt called fresh asphalt, added with asphalt extracted from Buton Rock Asphalt (BRA). Conventional property tests have been carried out on both types of asphalt; namely, the 25 °C penetration test (ASTM D5) shows the asphalt’s consistency in deformation resistance at a temperature of 25 °C. The ductility test (ASTM D113) states the ability of asphalt to deform plastic before it reaches failure. The softening point test (ASTM D36) indicates resistance to high temperatures. The viscosity test (ASTM D4402) shows that material viscosity is related to the ease of mixing the asphalt aggregate at a specific temperature. Asphalt changes its properties when used as a binder. Penetration and ductility values will decrease significantly.

Meanwhile, the soft point value will increase as the time of use increases. These changes are a mechanism for asphalt to achieve the aging process. Therefore, old asphalt will lose its aromatic content and increase the asphaltene content. Generally, asphalt with a low asphaltene content is susceptible and flexible to high temperatures. The properties of BRA are like the properties of old asphalt. The test results can be seen in Table 1.

2.2. Waste engine oil.

The WEO used is often found in car maintenance workshops. This research took material from three car service workshop locations, two of which have the same characteristics. From this place, brownish-black WEO was obtained. The viscosity value at 25 °C is 121-126 cP. WEO is a softening agent for BRA asphalt because BRA granules are stone and have low penetration. Figure 1 shows the change in BRA penetration value by adding WEO. By adding 15% WEO, a penetration value of 60 can be achieved. Furthermore, the BRA that WEO has softened is called Modified BRA.

2.3. Aggregate

In this research, three types of aggregate were used; the first was an asphalt concrete mixture using asphalt and a new aggregate. Meanwhile, the second is an asphalt concrete mixture with the addition of BRA. The third type is a mixture of new aggregate, asphalt, BRA, and concrete waste aggregate. It can be a combination of the three types of aggregate with the composition of BRA (13%), RCA (24%), and new aggregate (63%).

The aggregate composition is obtained according to the plan specifications (Figure 2).

Table 1: New Asphalt Pen 60/70 Characteristics.

2.4. New Aggregate (NA)

As an asphalt material, BRA has an additional influence on preparing new aggregate. This effect is caused by the fine-grained material contained in BRA. Inspection of aggregates, including fine BRA material, is carried out. The new aggregate is obtained from a stone-crushing company. Testing of aggregate physical properties includes gradation tests passing through a sieve, Los Angeles tests, and specific gravity tests. New aggregate is added to the recycling process to replace changes in aggregate of a particular size due to vehicle loading during service life.

2.5. BRA Extraction

In BRA, there is fine-grained material, and these refined grains can be used as fine aggregate. Before BRA is used as a hot or warm mix material, it is necessary to know the asphalt and fine mineral content. Asphalt and fine minerals are separated through an extraction process using a centrifuge extractor. The results of the extraction test from BRA material are used as a basis for calculations in preparing the asphalt content in the mixture, which is a combination of BRA asphalt and new asphalt, as well as the contribution of BRA mineral ash in the aggregate structure. The results of BRA asphalt extraction consist of BRA granules (a), BRA bitumen (b), and BRA fine granules (c), shown in Figure 3.

2.6. RCA

This research used RCA in the asphalt mixture to partially replace the new aggregate. The RCA content as a substitute for new aggregates is calculated based on the composition of the RCA aggregates, so there are limitations to specific amounts. Increasing the amount of RCA in the asphalt concrete mixture can increase the optimum asphalt content. RCA aggregate differs from natural aggregate because it consists of two materials: natural aggregate and embedded cement mortar. Cement mortar causes weaknesses in recycled aggregates, such as lower density and higher absorption, Los Angeles abrasion, and sulfate content [23].

Table 2: Aggregate characteristics.

Using RCA particles requires preliminary examination to overcome the problem of the mortar’s impact and increase the mixture’s performance (especially resistance to moisture damage).

The RCA used in this research was obtained from the batching plant location. Before use, the RCA chunks are crushed with a stone crusher to separate the rock grains from their respective bonds. Next, the rock grains are washed to remove mortar from the surface. The washing process is carried out so that the aggregate does not contain dust or other fine materials. The characteristics of RCA aggregates are shown in Table 2 and Figure 4.

3. Design Methodology

Asphalt Paving Block (APB) research uses Hot-Mix Asphalt (HMA) specifications for the Asphalt Concrete Wearing Coarse (ACWC) type as the asphalt concrete mixture in the APB. Three kinds of HMA materials are used in this research: a new aggregate asphalt mixture as a control for test results, two asphalt mixtures using BRA, and a third BRA asphalt mixture using recycled RCA aggregate. Preparing this research activity consists of several stages, as described in the flowchart in Figure 5.

From the identification of BRA characteristics, which consists of identifying BRA bitumen, it is separated from the refined grains using an extraction test. The bitumen content of each BRA quarry can vary; in this research, BRA was obtained from the Lawelle location. Another identification of WEO is its viscosity value. Next, the low penetration BRA is softened using WEO. Aggregate identification begins by breaking up Cement Concrete Waste (CCW) to separate the mortar from the aggregate. The user washed the RCA aggregate and the sieve analysis test to determine the composition of the aggregate. Next, the RCA aggregate, new aggregate, and Ash-BRA are mixed with a specific composition based on sieve analysis to meet the technical specifications of Asphalt Concrete Wearing Coarse (ACWC). RCA reduces the use of new aggregate in this asphalt concrete mixture.

The final stage is the formation of this modified BRA asphalt concrete mixture into an APB in specific dimensions, and then tests are carried out to determine its performance.

ACWC-BRA modified hot mixture is carried out by compaction process using a Stemper Compactor in a rectangular mold with a density level equal to the density in the Marshall test. The results of this compaction are tested using two types of tests: the Marshall Standard and the Three-Point Bending tests. Figure 6 shows the test method in this research, where the Marshall sample is obtained from a core drill sample while the three-point bending sample is obtained by cutting the sample. Marshall Stability, flow, and Flexural Stress values measure APB performance.

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