DENSE GRADED COLD MIX DESIGN USING INDONESIAN NATURAL ROCK ASPHALT

E.M.JAMES, B.E., M.I.E.Aust., Senior Associate, c.P. Come and Associates

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.

Indonesia has a large reserve of natural

rock asphalt located on Buton Island in
South Sulawesi (Fig. 1) . The size of the
deposit has been variouslY 'estimated at up
to 200 million tonnes with an
average
bitunen
content of about 20% (Cameron
MacNamara Consultants, 1980) . The deposit is
therefore an important national resource
with .the potential to :
a)

reduce Indonesia's need for imported

bitunen, or for imported Arabian crude
oil for the production of bitumen; *

b) generate export income .

*

Host do.eatie oil reserves are not

for the produ ction of bitUMen .

suitable

2.

Buton rock asphalt, known in Indonesia as

Asbuton, has been mined ccmnercially since
the 1920's for road surfacing applications .
Production reached 530,000 tonnes in 1985.
Asbuton is marketed in Indonesia as-mined,
and contains approximately 70 to 85% mineral
matter, predominantly limestone.

3.

The advantages to be gained by extracting

the Asbuton bitumen from the base rock have
long been recognised. A study is neM in
progress to determine the feasibility of
ccmnercial extraction. The proximity of the
reserves to the Australian mainland and to
Australian shipping routes will clearly make
extracted Asbuton bitumen of considerable
interest to Australian road builders in the
future .

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

PROCEEDINGS 14th ARRB CONFERENCE, PART 8

129

JAMES -

ASBUTON MINERAL CHARACl'ERISTICS

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

COLD MIX DESIGN

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.

TYPICAL PROPERTIES OF ASBU'roN BITUMEN

Property

Units

Value

Viscosity at 600C

Pa . s

400-2x10(1)

Penetration at,
250C, 100g, 55 .

O. lnm

4( 1) -50( 1)

.
.
._--------------------------------------------_.

Ring and Ball

Softening Point

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)

Asphal tene content

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)

Note: The high" ductility sample was fram

an isolated deposit at Lawele .

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

ASBU'roN BITUMEN CHARACl'ERISTICS

50 200 1000 5000 I"",,,,-I\'JV,,!
ESTIMATE WHEEL PIIISSES AT
CEKTRE OFMAINWHEEL PATH

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 .

Penetration Test data is

quoted throughout
the paper because this test is still widely
used in developing countries .
All data
is
for test conditions : 2SC, 100 II, 5 aec .

130

001
I

35
I

0 .1

1111 I

2 4 10

100

DAYS IN SERVICE

Fig. 2

The breakdaom of Asbuton mineral

Lasbutag under traft ic action

PROCEEDINGS 14th ARRB CONFERENCE, PART 8

in

JAMES -

COLD MIX DESIGN

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.

proportion of existing Indonesian roads have

been
constructed
by
hand
methods
using
penetration macadam . Surfaces are consequently
very rough . Resurfacing llSing a plant mixed
material such as Lasbutag to regulate surface
shape is therefore desirable . A typical Lasbutag
composition and properties are given in Table

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

FILLER TO BITUMEN I RATIO)

Fig . 3

:Unit :Typical:
Mix

'--4

,./

The effect of filler type on the

viscosity of bitumen/filler mixtures

ASBUTON BITUMEN CONTENT VARIABILITY

11.
The Asbuton deposit has bitumen contents
ranging fran 10% up to 40% with isolated flCMS
having
bitunen
contents
of 60% or more.
Variability is reduced by selective mining and
by blending before shipnent. Asbuton is marketed
in a range of grades according to bitumen
content. Blended carmercial grades usually have
bitumen c ontents in the range 15 to 30% . Each
grade has a specified maximun bi turnen content
range of 1. 5 to 2%. Variabilities measured by
ASDP were much larger, typically 5 .0% (95%
certainty
level) at shipnent and 3. 8% in
stockpiles at production sites (James, 1987c).
12.
Bitumen content variability in bituminous
concrete
mixtures
is
limi ted
by
most
specifications to between +0 .3% and +0 . 5% of
total mix, . a measure which is necessary to
control mix property variations. The variability
in bitumen content,
of
Asbuton
supplies ,
therefore places an additional constraint on the
quantity
of
Asbuton that can be used in
Lasbutag.The bitumen content variability within
a particular shipnent of Asbuton can clearly be
reduced (and the quantity of Asbuton parmi tted
in the mix therefore increased) by appropriate
blending procedures, ei ther by the supplier or
on site .

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\

aaxiaua .oisture con tent

aaxiaua particle size

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

the ASDP aethod ,

whi ch consists of

the heavy aodifier oi l

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 .

LASBUTAG DESCRIPl'ION AND USE

13.
Lasbutag is a cold mixed, cold laid ,
bituminous
mixture
containing
Asbuton,
aggregates and a modifier oil. It is intended
primarily as a regulating and surfacing material
for use on medium to lCM traffic roads . A large
PROCEEDINGS 14th ARRB CONFERENCE, PART 8

(4 )

ABsuaing 95\ breakdown of Asbuton aineral to

< 75 aicron .

( 5)

The
Specification
pla ce s
liaits
aaount of cutter in the aix .

( 6)

By AASHTO T165 but using Marshall test.

on

131

the

JAMES -

COLD MIX DESIGN

LASBUTAG ADVANTAGES
14.
Cold-mixed
Lasbutag was
selected
development for the following reasons:

LASBUTAG MJDIFIER SELECl'ION

for

a)

A significant part of Indonesia's

road
resurfacing program is now undertaken by
foreign contractors .
Cold mixes can be
produced in conventional concrete mixing
plants, using labour intensive methods for
drying,
mixing
and
placing,
and are
therefore within the scope of a large nunber
of Indonesian contractors .

b)

Asbuton cannot be heated in the drum of a

conventional, batch type, asphalt mixing
plant as it contains bitunen.
it is
therefore usually delivered cold, direct
to the batch plant weigh hopper, with
other mix cCJlilOllents being heated in the
nonnal way. Continuous drum mix plants
fitted with recycling equipment can be
used for heating the Asbuton but very few
satisfactory plants of this type exist in
Indcnesia .

c)

The long mixing times required for Asbuton

hot mixes make the use of conventional
batch plants uneconomic. Purpose built
plants with large capacity puc:Jllills are
needed .

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)

to soften the Asbuton bitunen and to

improve its durability for road surfacing
applications;

b)

to provide additional petroleun bi tunen to

ensure complete coating and good cohesion
of
the non-Asbuton aggregates in the
mixture;

c)

to have the appropriate viscosity

at
ambient
temperatures for good initial
particle coating;

d)

when blended with other mix cCJlilOllents, to

produce a mixture which can be crnpacted
easily but which has adequate initial and
long term stability in-service.

ASBUTON BITUMEN MJBILlSATION

d)

Lasbutag
requires
much less volatile
cutter (kerosene) than a
conventional
cold-mixed asphalt and can therefore be
made dense graded.

LASBUTAG MIX DESIGN PHILOSOPHY

15.
The mix design philosophy adopted for
Lasbutag was based on the successful Hot Rolled
Sheet (HRS) design method which has been widely
used in Indonesia for the last five years
(Corne, 1983, 1984, 1985/ 1986). The HRS design
method is based on the concept that high bitunen
content mixes have superior fatigue performance
to conventional asphaltic
concrete.
Fixed,
relatively high effective bitunen contents are
therefore specified and the grading of the
mixture adjusted to give the required air voids
content.
Mixture properties
are
optimised
primarily with respect to air voids but also
with respect to Marshall stability, Marshall
quotient and bitumen film thickness by testing
mixes having a range of
coarse
aggregate
contents and ratios of natural (round) sand to
angular (crushed) sand. The selected mix is
usually gap-graded, the degree of gap grading
selected depending on the packing properties of
the aggregates as determined indirectly fran the
laboratory trial mix test results. The bitumen
absorption of the aggregates is accounted for by
specifying a min~ effective bitumen content
(the total bitunen content less any bitumen
absorbed into the aggregates). This last concept
is particularly important in Indonesia where the
available
aggregates
are
often
highly
absorptive.
132

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

THE INFLUENCE OF K:JDIFIER OIL TYPE ON

THE MJBILlSATION OF ASBUTON BITUMEN
Oil Type

: 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

PROCEEDINGS 14th ARRB CONFERENCE, PART 8

JAMES -

COLD MIX DESIGN

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)

INDEX OF REl'AINED STRENGTH

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

NOTES : III ~OAKING4DAYS AT 49"C

(21 STRENGTH TEST BY AASHTO T 245
(31 CONSTANTS : GRADING
AGGREGATE SOURCE
TOTAL BITUMEN

Fig. 4

The influence of petroleun bitunen

cootent 00 the Index of Retained
Strength of Lasootag (using Marshall
test)

PROCEEDINGS 14th ARRB CONFERENCE, PART 8

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

COLD MIX DESIGN

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

SPEC IFICATION RANGE

- .....

represents a unique advantage for

Lasbutag
canpared to conventional cut-back bitunen or
emulsion cold mixes,
in that the
service
viscosity is reached by a two-component curing
process .
No heating is required and
less
volatile cutter (kerosene ) is required than in a
conventional
cold-mixed
cut-back
bitumen
mixture. The volatile liquid in the modifier
(kerosene) which must evaporate fran the mix
after placing represents less than cne percent
of total mix weight.
26.
When
two
miscible
liquids of kna.m
viscosity are mixed in kna.m proportions, the
viscosity of the resultant mix can be predicted
wi th sufficient accuracy using the
REFUTAS
Viscosity TlTperature Chart (Fig 7) . If it is
assumed that the Asbuton bitumen is
fully
mobilised during mixing, curing and placing, the
effective binder viscosity in-service can be
predicted. It is therefore possible to determine
the optimun modifier canposition and content for
any required in-service viscosity .

I~ J ~
0

10 20 30 '10 so 60 10 BO
BUNKER OIL CONTENT
(o/.ofASBIITON BITUMEN
by weight)

The effect of ageing on the prq>erties of Asbuton bitumen/bunker oil

mixtures .

at the mixing tlTperature (normally about 3()oC

in
Indonesia) was used initially (Edwards,
undated) but it was found during field trials
that an initial viscosity of up to 1000 mPa.s
produced satisfactory particle coating for mixes
containing 30% or more coarse aggregate. The
lower viscosity is necessary for sand mixes
viscosity is easily achieved by .adjusting the
quantity of kerosene in the blend using a si.nple
blending chart .

LASBUTAG FIELD TRIALS

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

the modifier is mixed with the

24.
Once
Asbuton and aggregates the Lasbutag
binder
viscosity
begins
to
increase due to the
following effects :
a)

evaporation of light oils (kerosene);

b)

absorption of light oils by aggregates;

c)

blending of the highly viscous

bitumen and the modifier.

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.

PROCEEDINGS 14th ARRB CONFERENCE, PART 8

JAMES - COLD MIX DESIGN

llJll)S of Asrutcn within .the mix matrix may
also cootributed .

volatile liquids (water and kerosene) for which

void spaces must be available in the compacted
mineral aggregate matrix. The potential air
voids (actual air voids plus water and kerosene
filled voids) at placing, must therefore be
great er than for a hot mixed asphaltic concr ete.
Lasb.ltag can however be designed to coosolidate
significantly in-service,
as
the
volati le
liquids
evaporate,
thereby
reducing
the
potential air voids caltent to an acceptable
range of say 3 to 9% in-service . Ccnsolidaticn
of the ASDP field trials averaged 4% during the
first 3 rocnths in-service (Fig 8). The rapid
consolidatioo is probably due to the low binder
viscosities used but the plasticity of discrete

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

TIME AFTER PLAC ING (DAYS)

Fig. 8

have

Ccnsolidatioo of Lasbutag under

traffic.

10
MAIN CONCLUSIONS
9

(!)SHOULO USE APPARENT S.G OF ASBUTON

~~R~ ~Gc~~ku'Vlotl~I~~I~~G~~l

(.;\ OF BREAKDOWN OF THE MINERAL pjlRllCLES

BLOWS NOT ENOUGH TO REPRESENT
LONG-TERM CONOIl1~
KN EAOING OOMPACTION FROM VEHICLE TYRES
NOT ADEOUATELY REPRESENTED BY MARSHALL
COMPACTION IN LAB.
Estimated air void
wriati on in fietl

\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

ESTIMATED WHEEL AIISSES AT CENTRE OF MAIN WHEEL PATH:

0.07

10.000

No.ofdays x 2way AOT

2 10 n es

2 wheels
3

*'

(*Assumed3 v.fleel
passes for each
effective v.t1ee1
loading at centre
' - - - - - - , of moln wheel path)

( after CORNE and SOEHARTONO,19S9)

Fig. 9

Series I trials failure mechanism

PROCEEDINGS 14th ARRB CONFERENCE, PART 8

135

JAMES TABLE

COLD MIX DESIGN

IV

PREDICl'ED RUT DEPTHS FOR 30MM LASBUTAG LAYER

BASED ON SERIES II FIELD TRIAL DATA
6

SERIES APPROX . BIT. COARSE MEASURED PREDICl'ED

CONT. AGGR . MEAN RUT 10 YRS
II
SERVo
CONT . DEPI'H
RUT DEPI'H
TRIAL
VISCo
NO.
(90 DAYS)
AFTER
90 DAYS

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

INITIAL LASBUTAG BINDER VISCOSITY (AT ..OC)

( Po .s)
LEGEND :

NO RAVELLING
MINOR RAVELUNG
SERIOUS RAVELLING
HIGH INITIAL RUT FORMAllON RATE
SERIES
MIX 28
PROVISIONAL SPECFICATION WINDOW

m.

NOTE : FILM THICKNESSES CALCULATED ASSUMING 95"10

BREAKDOWN CF ASBUTON TO < 75 .J.L m

Fig . 10

- The influence of Lasbutag binder

film
thickness and viscosity on
surface erosion and stability .

------------------- - ----------------------------

TABLE V
Traffic Data :
Axle repetitions/lane/day
(all vehicle types)
10 year ESA
Note :

1 ) Hix 11 is a traditional recipe which

includes onl y 2 . 5\ of bun k er oil
aodifier .

2)

Failures included tri~ls which r avelled

to an ex t ent
that
rut dep t h Measure ment was not possible ( 6 and 7) and mix
trials with a

theoretical

depth e xc eeding 15m. for a

SUMMARY OF LASBUTAG AVERAGE

DEPTHS BY SAND PATCH TEST
(after 90 days in-service)

4203
6
3 x 10

ten year

TEXTURE

SERIES II
TRIAL
NO.

rut

1
2
3
4

3 0 layer .

SURFACE EROSION UNDER TRAFFIC

31 .
Sane of
the
ASDP trials shcMed an
unacceptable level of initial ravelling and
pockmarking (erosion of small areas of the mix
surface). M:::>st erosion occurred during the first
day in service while the mixes were still
tender . Mix cohesion (and therefore ravelling
resistance) might reasonably be expected to be a
function
of
bitumen
film
thickness
and
viscosity. This theory is supported by the trial
strips performance data (Fig . 10) which indicates
that mixes having a bitumen film thickness
exceeding about 4 .2 micron are not susceptible
to surface erosion .

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

: Failed trials exhibited serious ravelling

which prevented meaningful texture
depth

measurements .

assumption

that frictional values are likely to

asphaltic concrete
using similar aggregates has been confinued
elsewhere (Atmanto and Brooks D.H. 1983) .

be similar to those for . an

PROCEEDINGS 14th ARRB CONFERENCE, PART 8

JAMES - COLD MIX DESIGN

HIXIN3P~

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)

satisfactory mix stability levels can be

achieved in-service using low viscosity
binders (as determined by rut develcpnant
measurements) ;

i)

Lasbutag effective binder film thicknesses

must exceed about 4.2 micron to prevent
initial
ravelling
at the low binder
viscosity levels used;

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)

the influence of modifier ca!ilOSitionon

Lasbutag binder durability using field
performance data and the ARRB durability
test AS 2341.13;

b)

Warm

mixing using a modifier coo.taining

less cutter than the standard modifier.

b)

the sensitivity of Lasbutag properties to

mix ca!ilOSition variaticns to establish a
ratiooal basis for specification limits;

c)

an evaluation of the tolerance limits that

are achievable in practice using labour
intensive methods;

d)

a crnparisan of lifetime costs of Lasrutag

pavements produced by labour intensive and
plant intensive methods;

e)

a more detailed evaluation of the factors

affecting in-service consolidation and rut
developnent.

SlMfARY OF FINDINGS

34.

Principle findings which have influenced

the developnent of an in'I'roved specification for
Lasbutag are as foll~:
a)

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)

Asbutoo mineral used as a filler has a

significantly
greater
influence
than
cement filler on bitunen viscosity . Filler
to bitumen ratio limits must therefore be
specified carefully;

c)

Asruton is a variable material,

the
quantity of Asbutoo used in Lasrutag I1I.1St
be limited to ensure that mix properties,
particularly
bitunen
ccntent,
rsnain
within an acceptable range;

d)

a volatile cutter such

as
kerosene,
praootes rapid softening of the Asbuton
bitunen;

e)

the Index of Retained Strength of Lasbutag

can be in'I'roved Significantly by
the
additicn of about 2% of petroleun bitunen,
an adhesion agent may also be required;

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)

the initial in-service mix voids must be

sufficient to accamodate both significant
consolidation
under
traffic
and the
volatile liquids, (water and kerosene)
present in the mixture;

PROCEEDINGS 14th ARRB CONFERENCE, PART 8

CONCLUSIONS AND CONCLUDING REMARKS

36 .
Stable and potentially durable Lasbutag
mixtures can be produced provided adequate care
is exercised in mix design and quality control.
The design and quality control procedures are
however more complex than for
conventional
mixes. Canprehensive staff training programs
will therefore be required before the method can
be introduced successfully.
37 .
Cold mixes containing Asbuton have the
1.mique advantage over conventional cold mixes
that they can be mixed at ambient tenperatures,
usmg less than one percent cutt er (kerosene) ,
yet have adequate in-service stability. The
mixes can therefor e be made dense graded with
potentially superior durability to conventional
open-graded cold mix. This unique advantage
stems from the fact that the Asbuton bitunen is
incorporated into the mix in a solid state and
is subsequently mobilised by the modifier during
the curing period, thereby increasing the mix
effective bitunen viSCOSity.
38.
Only very sin1>le mUCing equipnent is
needed for Lasbutag production . The materi al is
therefore particularly well suited for use in
developing cotmtries.
39 .
Lang-term evaluation
of
f ield
trial
performances will be necessary to determine if
satisfactory mix durability can be achieved in
practice.
137

JAMES -

COLD MIX DESIGN

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 .

J . M. (Undated) . Notes on Bi tunen and

its paving applications (Shell International
Petroleum Carrpany Limited , London) .

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). NACAS. A review of current

use, properties and performance and recarmendations
for ~rovement and development.
An
unpublished report to Di rektorat Jendera l Bina
Marga , Indonesia .

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
and Tar Sands , UNITAR/UNDP , Edmonton, Alberta ,
canada.

E .M. James

138

JAMES , E .M. (1987b ). Designing and specifying

Lasbutag mixes - Part I - Asbuton modifier
selection.
Asbuton Specifi cation Development
Project Report No .3. An unpublished report by
Consultant CPC/VIRAHA Joint Operation to the
Direktorat Jenderal Bina Marga Indonesia .

JAMES,
E.M. (1987c) . Asbuton Variability statistical analysis of property variations with
present production methods - parts I and I I.
Asbuton
Specification
Development
Project ,
Report No .2 . An unpublished report by Consultant
CPC/VIRAHA Joint Operation to the Direktorat
Jenderal Bina Marga, Indonesia .

MCELVANEY , J . (1986 ) . Characteristics of Asbuton

and Asbuton-aggregate mixtures.
Proc . Pasca
Sarjana Workshop . Developments in Highways and
Transportation Technology . Volume II. Bandung,
Indonesia, pp 1-20 .

SRI PRAlWIDIYANI (1985) . Effect Lilamin OL on

the stripping characteristics of surface active
agent in cold mix asbuton (Lasbutag ) . Thesis .
Sistern dan Teknik Jalan Raya, Insti tut Teknologi
Bandung, Indonesia .

VAN DE rro , P .J . (1978) . The Creep Test : A Key

Tool in Asphalt Mix Design and in the Prediction
of Pavement Rutting.
Proc.
Association of
Asphalt Paving Technologists, Volune 47, pp
522-557.

WILKINS, E . B. (1987). Verbal camnmications .

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.

PROCEEDINGS 14th ARRB CONFERENCE, PART 8