Professional Documents
Culture Documents
ABSTRACT
Indonesia has a large reserve of natural rock asphalt (Asbuton) which has been used for many years for road sUrfacing
applications in that country. SUrfacings containing Asbuton bitumen have however shown poor durability compared to
petroleum bitumen based sUrfacings. This paper describes the results of ongoing laboratory research and field trials to
develop more durable and stable Asbuton based sUrfacings. This work has resulted in the development of an improved
specificationfor a dense graded cold-mix known as Lasbutag . Lasbutag can be mixed cold using a very small proportion of
cutter, yet can be made dense graded, due to a unique curing mechanism involving diffusion of a modifier oil into the very
hard Asbuton bitumen . Lasbutag can be mixed and placed using labour intensive methods and is therefore suited for
inclusion in works to be carried out by small local contractors. Asbuton characteristics are described with reference to the
way in which they influence mixture design procedures. The basis for the design of an improved modified oil is described
briefly. Field trial performances are discussed with respect to in-service consolidation, rutting, erosion and skid resistance.
Findings that have influenced the specification development are summarised.
INTRODUCTION
1.
suitable
2.
3.
ACKNOWLEDGEMENT: The concepts and conclusions presented in this paper are the result of work carried out by the
Indonesian Directorate of Highways under the Asbuton Specifications Development Project (ADSP), a World Bank
sponsored programme of applied research and development in which the au thor participated. Project principal responsible
for overall formul ation and supervision of the project was c.P. Corne, while E.B. Wilkins, provided an important
contribution as a short-term specialist. On behalf of all members of the ASDP team, the author wishes to thank Ir
Soehartono, Ir Abdull ah and Ir Rahmat Agus of the Directorate of Highways, and Ir Soedarmanto and his staff from the
Indonesian In stitute of Road Research, for their active participation in and support of the project and for their valuable
contributions to the research
129
JAMES -
ALAYS~'.
SUM lRA
PHILIPPINES
~;;;;;~ ~WESI
9.
The
mineral
content
of
Asbuton is
predaninantly soft friable l~stone comprising
microscopic calcarious shell fra~ts. After
extraction of the bitumen the particles can be
relatively easily broken daom to between 50% and
100% of material passing the 75 micron sieve.
There is evidence that significant breakdaom of
the friable mineral particles does occur in the
finished pavement Fig . 2.
IRIAN JAYA
~O>
~~
I~D
:C:~U
0 N ESIA
~~-~
~
~MOR
Fig. 1
- Buton Island
asphalt deposits)
location map.
TABLE I
(Rock
4.
The recent perfonnance of road surfacings
centaining Asbuton
has
been disappointing
(~Elvaney, 1986) .
This is particularly so when
their perfonnance is crnpared to the gap graded,
high petroleun bitumen ccntent plant mixes now
used exclusively for Internaticnal Bank
of
Reconstruction and Developnent ( IBRD) funded
projects
in
Indooesia.
The Asbuton
Specification Developnent Project (ASOP) was
therefore initiated in 1986 to develop inproved
specifications for Asbuten based surfacings.
5.
The ASOP has, to date, cmcentrated en
irrproving the durability of a cold--mixed road
surfacing material centaining Asbuton, knaom in
Indonesia as Lasbutag. This paper presents an
overview
of the results of on going ASOP
research to develop an irrproved Lasbutag mixture
design specification.
Units
Value
Viscosity at 600C
Pa . s
400-2x10(1)
Penetration at,
250C, 100g, 55 .
O. lnm
4( 1) -50( 1)
.
.
._--------------------------------------------_.
oc
76( 1) -46( 1 )
Ductility 250C
5an/min
em
2( 3) ->150( 1)
Flash Point
195(3)
g/cc
1.071( 1)
Specific Density
Carbon Residue
16-20(2)
25-39(2)
Sources:
6.
The expression 'dense graded' as used in
this papErr- refers to mixes having a lCM air
voids content. Such mixes may be continuously
graded or have varying degrees of gap grading
depending on the volume of bitumen to
be
accaoodated . The tenns 'petroleun bitumen' and
'Asbuton bitumen' have been used in the text to
distinguish between bitumen derived fran crude
oil and bitumen derived fran Indonesian natural
rock asphalt .
ASBUTON CHARACl'ERISTICS
( 1) ASOP
(2) carrigy M.A. and Wallace O. (1985)
(3) ~Elvaney (1986)
LEGEND
ASBUTON
MINERAL
BREAKDOWN
("10 ~ 7!W.1m
BROKEN DOWN
TO < 75-U-m)
7.
The characteristics of Asbuton have been
described elsewhere and will only be briefly
described here .
o MARSHALL BRICKETTE
DATA
X FIELD GRADINGS
TRIAL SECTION I
FIELD GRADINGS
TRIAL SECTION 11
50
40
30
20
10
o OI---::L-~-=.Ji.OlJ
8.
Typical properties of Asbuton bitumen are
given
in
Table
I.
Penetrations
I
are
predaninantly in the range 4 to 20. Isolated
deposits with bitumen penetrations of up to 50
have been identified at Lawele .
130
001
I
35
I
0 .1
1111 I
2 4 10
100
DAYS IN SERVICE
Fig. 2
in
JAMES -
10.
The microscopic shell structure of Asbuton
mineral suggests that it . may have a very large
specific surface area. This possibility was
tested by crnparing the influence of Portland
cement and Asbutan filler on the viscosity of
petroleun bitunen. The tests shCMed that Asbuton
filler has a significantly greater influence on
bitunen
viscosity
than
cement
filler,
awroximately one-half the quantity of Asbuton
filler being
required
for
an equivalent
viscosity increase (Fig 3) . It was therE:fore
considered essential to control the Asbuton
mineral content in the mix by specifying filler
to bitunen ratio limits.
II .
TABLE II
LASBUTAG TYPICAL <Xl-IPOSITIOO AND PROPERTIES
(JAMES 1987b)
6)
,./
~ ASBUION
MINERAL
FILLER
VISCOSITY
AT 50 C
,./
(mPa .s)
0 :1
Composition
,./
...
""
l.- I-
'" CEMENT ~
FILLER
0.5 : 0
=
- -=
1.5 : I
Fig . 3
:Unit :Typical:
Mix
'--4
,./
Asbuton (1)
Coarse Aggregate
Fine Aggregate
Bunker Oil
Petroleum Bitunen
Kerosene
Anti -Stripping
Additive
20
30
45
2
%
%
%
%
%
%
%
: Properties
Marshall Stability (2)
kN
Quotient
:kN/nrn:
Bitunen Film
Thickness (.)
: micron
Voids in Mix
in-service
%
Total Bitumen in Mix ( 3 ) : %
Filler to Bitumen
Ratio (4)
Initial in-service
bitumen viscosity
at 400C
:Pa . s
ASDP
Spec
2
1
0 . 05
6.2 :3 . 5-12.5:
1.2
1 - 4
5.5
7.9
8 .0
3 - 9
L 6.8
2:1
50
5 .0
2.2:1:
:not spe-:
: cified :
: directly :
(5 )
: Index of Retained
Strength (6)
> 85
> 85
Notes
(1 )
( 2)
Typical
Asbuton
ch ar acteristic s
after
crushing, drying and blending on si t e .
20\
bituaen content
bituaen content variability
+ 1.8\
12 . 5aa
6\
Results
are
for Marshsll co.paction of 125
blows per face at 50'C which duplicates
the
density achieved during construction tri als.
(3 )
In
whi ch consists of
oils with
boiling
poirlts
p redoainantly
above
30D'C i8 co nsid ere d to
cont ri bute to the total
binder
content
in
the aix .
(4 )
( 5)
The
Specification
pla ce s
liaits
aaount of cutter in the aix .
( 6)
on
131
the
JAMES -
LASBUTAG ADVANTAGES
14.
Cold-mixed
Lasbutag was
selected
development for the following reasons:
a)
b)
c)
16.
<XJ.e of the major aims of the ASDP study
has been to develop an appropriate modifier for
Lasbutag.
Modifiers used in the past have
included : bunker oil ; a blend of equal parts
petroleum bitunen and diesel fuel oil; and a
blended oil known as Pertamina Flux which is no
longer available commercially.
The modifier
developed during the ASDP study comprises a
mixture
of petroleum bitunen,
bunker oil,
kerosene and an adhesion agent . The modifier was
formulated to perform the following functions:
a)
b)
c)
d)
Lasbutag
requires
much less volatile
cutter (kerosene) than a
conventional
cold-mixed asphalt and can therefore be
made dense graded.
17 .
The penetrating power of a series of low
cost commercially available oils was compared
using a simple diffusion test. A layer of the
modifier oil was placed over a layer of pure
Asbuton bitunen (Penetration 4) in a standard
penetration test container. The specimen was
allowed to stand at 300C for a fixed period
before carrying out a nonnal penetration test
using the original Asbuton bitumen surface level
as the test datum level. The difference between
the initial and final penetration values was
recorded. Test results are surmarised in Table
III.
TABLE III
: Approximate: Diffusion
Viscosity
into Asbuton
at 500C
:bitumen after
:8 days at 300C :
m Pa . s
(mn)
Petrol
Kerosene
(Top)
Kerosene
(Nonnal)
Kerosene
(Botton)
Diesel
fuel
Bunker Oil
Aranatic
Flux Oil
<2
2
6.4
6.7
5.8
4 .3
2.0
200
600
1.4
0.4
JAMES -
18.
It
is
recognised
that the rate of
penetratioo of the roodifier into an Asootal
particle may differ fran the penetratioo rate
into pure Asbutal bitunen but the test is
nevertheless ccru;idered to give a reasooable
indicatioo of the relative effectiveness of
various roodifiers and of the rate at which
Asbuton is softened during the stockpile curing
period or in service . The lighter oils, kerosene
and
petrol,
diffused
approximately
six
millimeters into the Asbuton bitunen in eight
days while the measured diffusion of sane of the
btmker oils and of the aranatic flux oils was
less than ooe millimeter in the same period. As
a maximum particle size of 12.5 mm is specified
for all Asbuton when mixed, a penetration of 6
mm is sufficient to fully soften all Asbuton
bi tunen in the mixture. Based on the result of
this test it was considered essential to include
a light oil, either kerosene or petrol in the
modifier
compositi on
to
pranote
rapid
IOCIbilisation of the Asbuton bitunen. Kerosene
was selected for safety reasons.
90
80
INDEX OF
RETAINED
STRENGTH
( "10 OF ORIGINAL
70
STRENGTH 1
60 L-_ _
__
0 .3
~,-
0 .6
__
_ _ ____
0 .9
ANTI-STRIPPING AGENT
1"1. BY WEIGHT OF TOTAL BITUMENI
NOTES : 1 I 1 SOAKING 4 DAYS AT 49 " C
121 STRENG TH TEST BY AASHTO T167- 82
(31 PETROLEUM BITUMEN CONTENT: 2 "I.
Fig. 5
The influence
of
anti-stripping
agents on the Index of Retained
Strength of Lasbutag
(using uncoofined carpression test)
OORABILITY
19.
Previous studies (Sri Prabandiyani, 1986)
have indicated that water can seriously affect
the cohesion of Lasbutag. The ASDP therefore
included an investigation of the influence of
mix composition and of anti-stripping additives
on cohesion . Tests were conducted in accordance
with MSHl'O T 165-82 except that a specimen
canpaction t~ature of 500C was adcpted based
on an estimate of the degree of crnpaction
likely to be achieved in the field . SUbsequent
field trials have shown the estimate to be
conservative with actual field densities in
general exceeding those obtained by the standard
static crnpaction procedure (MSHl'O T 167-82) at
500C. The investigation daronstrated that the
addition of petroleum
bitunen
(to
ensure
ccrrrplete coating of the non-Asbuton aggregate
particles) and an anti-stripping additive are
necessary to achieve a satisfactory minimum
Index of Retained Strength (Figs 4 and 5) .
20.
Due to time and budget constraints, the
standard Thin Film Oven Test (AASHl'C> T179) (and
a roodified version involving 4 days heating at
1200C), the penetration test and dUctility test
were uSed to crnpare the influence of various
roodifier oil types on the durability of roodified
Asbutoo bitunen. Only bunker oil and diesel
oil/petroleun
bitunen
blends
were tested
initially. A lOCIre carprehensive study is in
progress which includes
testing of
heavy
aranatic oils and verification of data using the
ARRB durability test.
100
-r----------_>-::-=------..
90
MINIMUM
STRENGTH
TRENOLINE I
INDEX OF
RETAINED
80
STRENGTH
(010 OF
ORIGINAL
70
STRENGTH 1
I
I
I
60
I
I
0
50
3
PETROI.UM 81TUMEN
Fig. 4
21.
Initial testing, using the TroT (5 hours
1630C) showed that bunker oil/ Asbutal bitunen
blends
performed satisfactorily compared to
Class 170 (90 penetration grade)
petroleun""
bitunen
both with
respect
to
retained
penetration and ductility at bunker oil contents
exceeding about 54% by weight of Asbuton bi tunen
(Fig 6). This is a considerably higher bunker
oil cootent than has traditiooally been used .
Optimum bunker oil contents have previously been
determined on
the
basis
of
an
initial
penetratioo value
of
60
to 90 with no
consideration being given to the prcperties of
the aged bitunen .
22.
The initial penetratioo of the modified
Asooton bitunen of 200 or IOCIre, necessary for
loog term durability, is much softer than the 60
or 90 penetration bitumens normally used for
roadworks. l-klwever it was reasoned that mixes
using the softer bitunen would have satisfactory
stability
in
the light to medium traffic
condi hons for which Lasbutag is intended . This
reasoning has been confirmed by field trails to
be discussed later in this paper .
VI~ITY
23 .
Clearly the roodifier ntlSt have an initial
viscosity which
is
sufficiently
low for
satisfactory coating of the aggregates during
mixing . A mixing viscosity of 200 to 400 mPa.s
133
JAMES -
BEFORE AGEING
AFTER AGEING
(BY AASHTO -TI79 .BOI
PENETRATION'
100
(25C,S S
loog I
10 20 30 40 50 60 70 0
10 20 30 40 50 60 70
BUNKER OL CONTENT
( 10 OF ASBUTON BITUMEN BY WEIGHT I
PENETRATION
BUNKER OIL BEFORE AGEING
AFTER AGEING
CONTENT
OPTIMISATION DUCTILITY
BEFORE AGEING
AFTER AGEING
OPTIMUM
(Range satisfying
all specified
properties)
Fig. 6
- .....
I~ J ~
0
10 20 30 '10 so 60 10 BO
BUNKER OIL CONTENT
(o/.ofASBIITON BITUMEN
by weight)
27.
Field trials were initiated under the ASDP
project, in September 1987, to evaluate field
construction procedures and to investigate the
in-service compaction and other characteristics
of Lasbutag mixtures. A total of 28 trial strips
were placed in three series between September
and December 1987. Evaluation of the trials is
continuing. Preliminary findings are slllllllarised
in the following sections .
AIR VOIDS
28.
I t was recognised initially that, for good
durability, a low in-service air voids content
was essential. , Unfortunately cold mixes contain
VISCOSITY
.mPa.s
75
b)
c)
Asbuton
The
viscosity
increase ' achieved by these
processes during the curing pericxi must be
wi thin the appropriate range both to permit
field compaction and ' to ensure satisfactory inservice stability.
150
MODIFIER
VISCOSITY
=400mPo .s
250
400
750
1500
3000
5000
10000
20000
50000
100000
200000
1888888
.2000 000
5000000
20000000
ASBUTON
BITUMEN
VISCO'SITY
=10 8 m Po S
::1-,
ASBUTON BTUMEN
MODIFIER RATIO
FOR SO,OOOm Po.S
42 : 58
IASBUTON~I
BITUMEN
L.o'
CONTENT
I
4
2
lop I 9 10 I 810 I
I Sf'1 510 1
I
1
I
I
J ~~~
o
10 20 30 40 50 60 70 80 90 100
7f>
P 3f> P ? ?
B\..NDIHG SCALE
25.
Tests have sha.m that only about 10% of
the kerosene content of Lasbutag is evaporated
during the curing pericxi (James 1987a). The
principle mechanism causing viscosity increase
is therefore assumed to be the blending of the
Asbuton bitumen and the modifier. This mechanism
134
NOTE : VISCOSITIES AT 40 C
Fig. 7
- Example of REFUTAS
Viscosity
Temperature Chart showing viscosities
of Asbuton bitumen/modifier blends.
29.
The first ASDP trial group failed due to
the developnent of pore pressure instability
(Fig 9) because the in-service consolidaticn was
greater than had been allowed for in the design.
Clearly Lasbutag mixture design must include a
procedure for optimising the long term air voids
content and for controlling the rate of inservice consolidation .
Rt1I' DEVELOPMENT
30.
Gap graded mixtures are considered to be
!lOre susceptible
than
continuously
graded
asphaltic concrete to rut deformation failure.
The use of low initial viscosity binders in
conjunction with gap-graded mixes in a tropical
climate might therefore be expected to result in
very rapid rut developnent. Rut developnent
rates have therefore been monitored for all ASDP
field trials . Data for the first three months
in-service has been analysed using creep theory
(Van der Loo, 1978). The results given in Table
IV indicate that satisfactory pavement lives can
be achieved with respect to rut developnent for
the conditions in which Lasbutag is proposed, of
moderate traffic flows (up to 3 X 106 ESA), thin
layers (30 nm) and rural conditions (no traffic
signals, etc) , provided an appropriate minimun
initial in-service viscosity is s pecified .
106
105
FIELD OENSITY 104
("10 OF INInAL
BE1WEEN
103
WHEEL TRACK
OENSITY)
102
101
100
o
)0
20
30 40
50
60
70
90 100
BO
Fig. 8
have
10
MAIN CONCLUSIONS
9
~~R~ ~Gc~~ku'Vlotl~I~~I~~G~~l
\61 500
7
AIR
VOIDS
INMIX
( 1. )
"
3
2
o
10
20
50
100
200
500
1000
MARSHALL
I
30
I
50
I
I
100 200
5000
50,000 100,000
BLOWS
I
I
I
I
I
500 10002000 5000 10000
0.07
10.000
2 wheels
3
*'
(*Assumed3 v.fleel
passes for each
effective v.t1ee1
loading at centre
' - - - - - - , of moln wheel path)
Fig. 9
135
JAMES TABLE
IV
BITUMEN
FILM
THICKNESS 5
LUm)
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
(Pa.s)
(%)
(%)
(1T1l1)
(1T1l1)
170
175
210
250
210
250
300
140
210
275
6000
250
250
215
140
210
275
6.0
8.3
7 .3
6 .3
8. 5
7.5
6.5
7.5
7 .3
6.0
7.0
6.1
6 .1
5.1
5.0
5.1
6.0
30
30
30
30
13
1.5
2 . 75
1.5
1. 75
6.0
fail
fail
6 . 75
4.5
5. 0
3.5
2 . 75
3.0
2.75
4.0
2 .7 5
5.5
4 .6
4 .7
7. 2
7.5
fail
fail
fail
fail
5.0
7.8
9.2
6.2
6.9
4.6
6.7
5.6
9.4
13
13
13
13
55
55
45
45
45
45
45
50
50
100
150
200
250
( Po .s)
LEGEND :
NO RAVELLING
MINOR RAVELUNG
SERIOUS RAVELLING
HIGH INITIAL RUT FORMAllON RATE
SERIES
MIX 28
PROVISIONAL SPECFICATION WINDOW
m.
Fig . 10
------------------- - ----------------------------
TABLE V
Traffic Data :
Axle repetitions/lane/day
(all vehicle types)
10 year ESA
Note :
2)
theoretical
4203
6
3 x 10
ten year
TEXTURE
SERIES II
TRIAL
NO.
rut
1
2
3
4
3 0 layer .
6
7
8
9
10
32.
Measurements using the sand patch test
have indicated surface macro-textures of about
O. 5 IT1l1 for the ASDP L1'Isbutag trials after three
months in service (Table V) I catparable to well
designed asphaltic concrete .
The reasonable
136
MAXIMUM
SIZE
(%)
(t-t1)
30
30
30
30
13
13
13
. 13
13
19
19
19
19
10
10
10
10
10
10
19
10
10
10
10
10
10
19
55
55
12
13
14
15
16
17
17A
45
45
45
45
45
50
50
MEAN
TEXTURE
STONE
CONTENT
11
Note
SKID RESISTANCE
COARSE
AOORIDATE
DEPI'H
O+t)
1.06
0.58
0.55
0 . 65
0.40
FAILED
FAILED
0.46
0 . 27
0.81
0.89
0.84
0.46
0.95
1.22
0 . 58
0 . 60
0.54
measurements .
assumption
33.
The modifier content in
Lasrutag
is
controlled by the minimum value necessary for
particle coating and durability and by the
maximum value for satisfactory in-service mix
viscosity. When low bitunen coo.tent Asrutoo. and
the standard modifier described in this paper
are used, the criteria for durability and inservice
stability
cannot
be
satisfied
sinultaneoosly. This difficulty can be overcane
by varying the mixing procedure to reduce the
quantity of kerosene required in the mixture and
thereby
increase
the
initial
in-service
viscosity.
Procedures which
have
proved
satisfactory in ASDP field trials include:
h)
i)
FUl'URE RESEARCH
35 .
A great deal further research is required.
Specific issues which must be addressed include :
a)
'l\.)
stage mixing in which the coarse
aggregate is first coated with cut back
bitunen and then allowed to cure before
mixing with the other carpcnents.
a)
b)
Warm
b)
c)
d)
e)
SlMfARY OF FINDINGS
34.
Asbuton
mineral
can
break
down
significantly in service . The specified
design procedure I1I.1St therefore ccnsider
both the initial and long term mixed
aggregate gradings;
b)
c)
d)
e)
f)
a
heavy oil such as bunker oil is
necessary to inl>rove
Lasbutag
binder
durability ,
much
higher
bunker
oil
contents than have traditionally been used
are necessary to achieve a cCJli)aI'able
durability to petroleum bitunen;
g)
JAMES -
40 .
Ongoing
ASDP
research
will
provide
valuable data on the durability of modified
Asbuton bi turnen and hence on the value of
extracted Asbuton bitumen as a petroleum bitumen
substitute for use in Australia and elsewhere in
the future .
ErMARDS,
JAMES,
E.M.
(1987a).
Developments in the
methodology for the design of LASBUTAG . Proc.
IRE and IRDA 3r d Annual Conference on Road
Engineering, Bandung , Indonesia.
ASDP (1987, 1988) . Provisional Specificati on for
Lasbutag .
Asbuton Specification
Development
Project
(Bina Marga Central Design Office ,
Jakarta) .
A'lMAN'ro and BR<X>KS, D.M. (1983) . Natural asphalt
in bituninous mixes for road surfacing
in
Indonesia .
Proc.
4th
Conference
of Road
Engineering Association of Asia and Australasi a .
Jakarta. Vol . 3, pp 266-290.
CARRIGY, M.A. and WALLACE , D. (1985).
New
analytical results on oil sands from deposits
throughout the world . Proc . Third International
Conference on heavy crude and tar sands. Long
Beach,
california.
(UNITAR/UNDP INFORMATION
CEN'I'RE FOR HEAVY CRUDE AND TAR SANDS, New York) .
CONSULTANTS (1980) . Asbuton
Developnent Study . An unpublished report to the
Direktorat Jenderal Bina Marga, Indonesia .
CAMERON
MACNAMARA
CORNE,
C. P .
(1983 ,
1984,
1985,
1986) .
Specifications for High Durability
Asphalts
(Bina Marga Central Design Office, 1st ed. Dec.
1983 , 2nd ed . June 1984 , 3rd ed. Aug . 1985, 4th
ed . 1986, Jakarta) .
CORNE, C.P . and SOEHARTONO (1988 ). Utilisation
of Buton Island Rock Asphalt in Road Pavements.
Fourth International Conference on Heavy Crude
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E.M. (1987c) . Asbuton Variability statistical analysis of property variations with
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Ted James is a Senior Associate of consulting engineer, CP. Corne and Associates. He is
currently working in Indonesia on the pavement materials aspects of a World Bankfunded nO:tional
road improvement program . He has had ten years international experience with consultants In
Libya, Malaysia and Indonesia. Australian experience includes four years with the Department of
Main Roads, NSW, as a Works Engineer, and five years with Pioneer Asphalts Pry Ltd,
culminating in three years as Queensland State Manager. Ted gained a Bachelor's degree in Civil
Engineering from the University of Sydney in 1967 and is currently completing a Master of
Engineering degree.