Construction and Building Materials 42 (2013) 510

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Construction and Building Materials

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The inuence of Buton asphalt additive on skid resistance based

on penetration index and temperature
Sigit Pranowo Hadiwardoyo a,, Eky Supriadi Sinaga a, Husnul Fikri b
a
Department of Civil Engineering, Universitas Indonesia, Kampus UI Depok 16424, Indonesia
b
Department of Civil Engineering, Politeknik Negeri Bandung, Indonesia

h i g h l i g h t s

" Modied method of measuring skid resistance to the effects of temperature.

" Inuence the level of asphalt penetration index in the asphalt concrete to the skid number.
" Models of skid number caused by the temperature and the penetration index asphalt.
" Contribution Buton Asphalt additive in asphalt penetration index value.

a r t i c l e i n f o a b s t r a c t

Article history: Skid resistance on pavement surfaces can affect the safety of road users and impact their travel efciency.
Received 9 July 2012 This value species the frictional forces on the wheels of vehicles that will avoid the occurrence of slip in
Received in revised form 26 November 2012 wet or dry conditions.
Accepted 17 December 2012
This study tested skid resistance using tools a Skid Resistance Tester and a British Pendulum Tester.
Available online 31 January 2013
Analyses were performed to evaluate the surface roughness of an asphalt concrete wearing course
(AC-WC) with bitumen 60/70 and a Buton asphalt additive blend with the same aggregate composition.
Keywords:
Buton asphalt additive is made by rening bitumen rocks with low penetration. The addition of this sub-
Skid resistance
Asphalt concrete
stance reduces the penetration of asphalt at 25 C. The tests were performed on wet surface conditions at
Temperature a temperature ranging from 30 C to 55 C and varying penetration index in asphalt concrete mixtures.
The skid resistance value decreased with increasing surface temperature. The additive caused a change
in the asphalt penetration index in asphalt concrete, resulting in a higher skid resistance value than that
of virgin bitumen 60/70.
2013 Elsevier Ltd. All rights reserved.

1. Introduction safety studies and testing procedures have focused on wet-pave-

The development of automotive technology has allowed users
to drive at higher speeds on roads, but such technology requires
good road conditions for safety. Surface roughness is one of these
requirements. The skid resistance of a given surface is a function
of the actual speed, and in normal highway conditions, the higher
the speed, the lower the skid resistance [1].
Another dominating factor, especially in Indonesia, is weather
conditions that can affect performance of a road surface. We know
that a wet surface is more slippery than a dry surface. On dry pave-
ment, the skid resistance is sufcient to counteract the friction de-
mand in most cases. However, when the pavement is wet, the skid
resistance diminishes considerably and may be insufcient depend-
ing on pavement conditions. Consequently, previous skid-related
Corresponding author. Tel.: +62 8158304479; fax: +62 217270050.
E-mail address: sigit@eng.ui.ac.id (S.P. Hadiwardoyo).
ment conditions [2].
To improve a roads surface roughness, engineers must focus
not only on the asphalt pavement layer, but also on the concrete
coating. When the surface of the concrete pavement surface wears
down due to friction with vehicle tires, the surface roughness can
be improved by coating the road with an asphalt concrete mixture.
Pavement variables can be further classied as mix design
variables (aggregate gradation, Marshall Stability, air voids, asphalt
content, and others) or surface texture variables (macro- and micro-
texture). The relationship between skid resistance and pavement
texture is complex, but micro-texture generally has more inuence
at lower speeds. Macro-texture becomes a dominant factor in skid
resistance as speed increases. The correspondingly increased need
for drainage channels on the pavement surface to prevent a buildup
of water between the tire and pavement [3]. Other external factors
that can affect skid resistance include dust, sand, oil, and the
condition of the vehicle tire surface, which can reduce the contact
between tire and road.

0950-0618/$ - see front matter 2013 Elsevier Ltd. All rights reserved.
http://dx.doi.org/10.1016/j.conbuildmat.2012.12.018
6 S.P. Hadiwardoyo et al. / Construction and Building Materials 42 (2013) 510

Skid resistance is a very difcult parameter to estimate. The
tire-pavement friction is affected by a large number of parameters,
such as the tire type, tread pattern and depth, pressure and condi-
tion of tires, the vehicle suspension and braking system, speed,
type, load and load distribution, temperature, existence of water
and water lm thickness, existence of soil, detritus or other sub-
stances on the pavement surface, driver experience, highway
geometries, pavement age, trafc intensity, surface conditions,
structural deciencies, mix design, type of surface and aggregate
petrography, angularity, hardness, density, gradation and size [4].
One of the most popular procedures used to evaluate the fric-
tion resistance of road surfaces is the Portable British Pendulum
Tester, which is standardized in the ASTM E303 test method. The
British Pendulum Tester is a dynamic pendulum impact type tes-
ter. That is based on the energy loss occurring when a rubber slider
edge is propelled across a test surface [5].
Bazlamit and Reza [3] cited the work of Bianchini et al. [6] has
been shown that the data expressing friction versus temperature
have a linear curve t. With an R2 of 0.99358, the resulting equa-
tion is:
BPNT 125:2508  0:232T K
where BPNT = British Pendulum Number at temperature TK and
TK = pavement temperature value measured in degrees Kelvin.
Correlations between skid number and BPN are available in the
literature. The authors chose to utilize the following equation that
indicates a linear relationship between SN and BPN [3]:
SN 0:862BPN  9:69
Experiments have been performed on asphalt concrete mixtures
with the Buton Natural Asphalt (BNA) additive material to increase
the asphalts resistance to temperature. The results have shown that
the addition of BNA has changed the value of the penetration asphalt
at 25 C and led to a decreased. The existence of these changes has
indicated the value of adding BPN at the same temperature [7].
Therefore, the goal of this study was to observe the effect of
changes in temperature and the penetration index asphalt on skid
resistance using a Skid Resistance Tester and British Pendulum
Tester (Fig. 1). The changes to the value of penetration index were
made by adding BNA to petroleum asphalt (60/70) at different
percentages.
2. Materials and methods
The skid number does not indicate the stopping characteristics of the vehicle,
driver, or climate condition, but it is a useful tool that can be employed to evaluate
surface friction properties depending on aggregate types, asphalt mix design, and
pavement construction methods [5].
The skid resistance value is inuenced by aggregate and bitumen characteris-
tics, including aggregate composition and bitumen content in asphalt mixtures,
as well as physical properties such as asphalt penetration index, softening point,
ductility and other factors that determine the performance of the mixture. In gen-
eral, measured frictional resistance values have been negatively related to aggre-
gate gap width and positively related to the magnitude of the sliding contact
surface and the number of gaps within the sliding area [8].
The materials used in this study consisted of aggregates obtained from the
RumpinBogor quarry in West Java and petroleum asphalt grade 60/70 from PT Per-
tamina in Indonesia. BNA was used as an additive to vary the penetration value.
2.1. Aggregate
This study used an asphalt concrete wearing course mix (AC-WC) in which the
largest aggregate size was 19 mm. The test results on the characteristics of the
coarse aggregate and ne medium are displayed in Table 1. Only one aggregate gra-
dation, shown in Fig. 2, was selected for use in the study.
2.2. Buton Natural Asphalt (BNA)
1
Large rock asphalt deposits exist on Buton Island, SouthEast Sulawesi, Indone-
sia, and are referred to locally as Aspal Buton (ASBUTON). The use of ASBUTON in
Indonesian road infrastructure development is increasing because the deposits
are estimated to be 677 million tons while current annual production is only
approximately 20,000 tons [9].
ASBUTON is composed of two main elements, asphalt and minerals. The bitu-
men content of ASBUTON ranges from 13% to 20%. It is obtained by open pit mining
in the form of boulders of many sizes [10].
2
BNA is produced by rening Buton Island rock asphalt to separate minerals and
increase the bitumen content from 1320% to 5560%. BNA is more widely used as
an additive because of its very low penetration as shown in Table 2.
Researchers have worked to make the most of this natural asphalt by studying
how to better perform the purication process and separate the bitumen content
from the mineral content. Despite this process, the properties of BNA, as shown
in Table 2, still include ller. This table includes the properties of Indonesian grade
asphalt 60/70 for reference.
2.3. Bitumen blend
Standard tests were performed on mixtures of bitumen 60/70 with additive
BNA, as shown in Table 3, to measure penetration, softening point, re point and
other parameters. The addition of BNA lowered the penetration, ductility and re
point, but increased the softening point. Adding a certain percentage of BNA pro-
duced an asphalt mixture that was more resistant to the effects of increased
temperature.

The characteristics of asphalt concrete and cement concrete mixtures are dic-
tated by the mechanical and physical properties of its constituent materials. As-
phalt concrete mixtures consist of asphalt and aggregates in proportions meeting Table 1
performance needs. One performance factor measured in this study is the skid resis- Coarse, medium and ne aggregate [11].
tance value.
No. Laboratory test Method Results
Coarse aggregate
1 Bulk specic gravity (Gsb) AASHTO T84/T85 2.60
2 Surface saturated dry gravity (SSD) AASHTO T84/T85 2.63
3 Apparent specic gravity (SG) AASHTO T84/T85 2.69
4 Absorption (%) AASHTO T84/T85 0.95
5 Los Angeles abrasion (%) AASHTO T96 14.97
6 Solubility (%) 98
7 Impact SNI 03-4426-1997 8.54
8 Angularity >95
9 Flat and elongated particles (%) BS-812 8.42
Medium aggregate
1 Bulk specic gravity (Gsb) AASHTO T84/T85 2.52
2 Surface saturated dry gravity (SSD) AASHTO T84/T85 2.58
3 Apparent specic gravity (SG) AASHTO T84/T85 2.68
4 Absorption (%) AASHTO T84/T85 2.48
5 Sand equivalent (%) AASHTO T96 57.56
6 Specic gravity ASTM C-128 2.635
Fine aggregate
1 Passing no. 200 (%) 6.75
2 Specic gravity ASTM C-188-95 2.56
Fig. 1. Modied British Pendulum Skid Resistance Tester.
 S.P. Hadiwardoyo et al. / Construction and Building Materials 42 (2013) 510 7

100

Percent Passing (%)

80

60

40

20

0
0.010 1.000 100.000
Sieve Size (mm)

Fig. 2. Aggregate gradation used for asphalt concrete mixes.

Fig. 3. Compaction sample for wheel tracking test.

Table 2
Test results showing BNA properties.

Laboratory test Method Unit BNA Indonesian

asphalt 60/70
Penetration at 25 C ASTM-D5 0.1 mm 14.8 67.75
Softening point ASTM-D-36 C 95 51.5
Flash point (Cleveland) ASTM D-92 C 250 263
Ductility at 25 C (cm) ASTM D-113 cm 1 >100
Specic gravity at 25 C ASTM D-70 g/cm3 1.496 1.034
Loss on heating (TFOT) % 0.072 0.034
Penetration after TFOT ASTM-D5 % 33 58.5
Filler content % 36.5

Table 3
Fig. 4. Briquette sample for British Pendulum skid resistance test.
Asphalt properties with different percentages of additive BNA [16,17].

No. Laboratory test Percentage of additive BNA The surface temperature was measured according to the requirements for test-
ing temperature as shown in Fig. 5. The skid resistance test was performed by
20% 25% 30% 35% 40% removing the pendulum once the bath reached the desired temperature.
1 Penetration at 25 C 55.6 53 50.2 45.6 39.4
2 Softening point (C) 52.5 53.7 54.75 56.75 59.5
3 Flash point (Cleveland) 325 315 308 290 283 3. Results and discussion
4 Ductility at 25 C (cm) 65.5 64 63 60.5 54
5 Specic gravity 1.087 1.105 1.132 1.159 1.209 The results of testing on the ve types asphalt concrete mix-
6 Loss on heating (TFOT) 0.0015 0.02 0.001 0.0095 0.007
tures with different penetration index and at different temperature
7 Penetration after TFOT 62.4 60.4 57.8 56.4 55.6
8 Penetration Index 0.34 0.22 0.07 0.14 0.35 changes are shown in Table 4. BPN value measurement could not
be performed at temperatures approaching the softening point of
asphalt concrete pavement. The BPN value was generated from
2.4. Skid resistance measurement the Skid Resistance Tester and British Pendulum Tester and con-
verted into a skid number (SN) using Eq. (2). The values in Figs.
The factors affecting pavement skid resistance can be separated into four 610 are in SN units.
groups: vehicle factors, road surface factors, aggregate and load factors, and envi-
ronmental factors. Road authorities can develop material and construction speci-
cations that inuence the second category, which in turn inuences the micro- and 3.1. Effect of asphalt penetration index
macro-texture of an asphalt pavement surface [12].
A harsh surface pavement has an average micro-texture depth of 0.05 mm
(50 lm). Micro-texture is measured directly by photomicrographs of the pavement The SN of asphalt concrete mixture specimens increased with
surface. Indirectly, the value of British Pendulum Number (BPN) provides a good increasing asphalt penetration index (Fig. 6). Sixth curve by apply-
approximation of the pavement micro-texture size [4]. ing different temperatures has shown a change in its characteris-
A needle-scale indicator shows the number listed on the scale plate measured tics. The square polynomial curve for the SN values versus asphalt
with BPN units. The BPNs reading will be greater when the surface being tested
penetration index in the ve sample types, with R2 values of
is more resistant to friction. Each test must be performed four times when using
natural rubber (British rubber) or ve times when using synthetic rubber (AASHTO 0.9600.977, as shown in Table 5. The asphalt concrete mixture
M 261) [1315]. with an asphalt penetration index of 0.34 had a smaller SN than
This study tested ve types of asphalt concrete mixture with a specic aggre- in the mixture with a PI of 0.35. It showing that a mixtures SN
gate gradation and different penetration index (PI) values [16,17], combined with
can be increased by increasing its PI. Than with a lower PI, the SN
hot mix at an optimum bitumen content of 5.9%. The samples were made using a
mold wheel tracking test at a size of 300  300  50 mm, compacted with a roller
also decreased in asphalt concrete mixtures. Viewed from the sixth
compacter (Fig. 3) and cut into 15 sections corresponding to the size of the skid curve between SN and PI values (Fig. 6) shows the form of equation
resistance test (120  50  50 mm) (Fig. 4). (Table 5) there is a maximum value at dy/dx = 0, and thus increase
The specimens with ve different penetration index (0.34, 0.22, 0.07, 0.138 the value of PI at this condition as the optimal value. SN optimum
and 0.351) were tested at temperatures of 30 C, 35 C, 40 C, 45 C, 50 C and 55 C
value this study reached at a temperature of 30 C in the PI of 0.251.
(type 1). Each sample used for the experiment of the temperature measurements
carried out ve times, but at temperatures of 5530 C where any changes in tem-
perature used different samples (type 2). 3.2. Effect of temperature change
The tests were performed by submerging samples in water baths heated by an
electric heater as shown in Fig. 5. The water level was set at the surface of the spec-
imen by using the faucet on the tub. This method was used to ensure that the tem- Fig. 7 shows a nonlinear regression between SN and tempera-
perature was evenly distributed on the sample. ture 3055 C with R2 values of 0.9620.997 (Table 6). The
8 S.P. Hadiwardoyo et al. / Construction and Building Materials 42 (2013) 510

3.3. Model development

To examine the relationships between skid resistance, temper-

ature and asphalt penetration index, the authors used the concept
of polynomial regression, which has shown results more in line
with test data in the formation of curves. The skid number was ta-
ken as an independent variable, and the temperature and asphalt
penetration index were the dependent variables.
Quadratic polynomial regression models are acceptable for both
high- and low-penetration index asphalt pavements. The data
showed that the curved relationships between the SN and temper-
ature and the SN and asphalt penetration index showed a fairly
strong correlation (R2 = 0.9620.997). In general, the equation is
formed as follows:

Y ij aij X 2ij bij X ij cij 3

where aij, bij and cij are the regression coefcients, i is the coefcient
of temperature (3055 C) and j is the coefcient of asphalt penetra-
Fig. 5. Water bath with heater box. tion index (0.34 to 0.35).
The quadratic polynomial regression between skid resistance
regression curves in asphalt concrete mixtures with low asphalt and asphalt penetration index gave the regression coefcients aj,
penetration index (0.34 and 0.22) tended to be close to linear, bj and cj shown in Table 5.
but the mixes with higher PIs (0.07, 0.14 and 0.35) had nonlinear Then, the coefcients of the equation were obtained by varying
curves. These results show that linear regression between the SN the temperature relationships to provide a linear regression with
and temperature changes occurs only in asphalt concrete mixtures R2 = 0.5930.977 as shown in Figs. 810. The relationship resulted
with asphalt PIs smaller than 0.22. Observations on the shape of in the following equations:
the curve and equation (Table 6), the increase in the value of PIs
aij 1:452X i  102:7 4
will have an impact on increasing the value of SN. However, this
asphalt to be more sensitive to the effects of temperature. The in-
bij 0:286X i 38:65 5
crease in temperature in the asphalt mixture with high PI will de-
crease faster than the value of SN asphalt mixtures with lower PIs
cij 0:594X i  78:15 6
values. Asphalt mixtures with high PI value creates realistic SN
higher also, but be aware of the decline can occur due to increased The relationship between the SN equations with the tempera-
temperature. In this study, the use of additive BNA by 3540% give ture and asphalt penetration index in Eq. (3) was obtained by com-
a higher SN. This value is still higher despite the change of temper- bining Eqs. (4)(6):
ature compared with AC-WC asphalt mixtures without additive.

Table 4
BPN values for different temperatures and asphalt penetration index.

Sample type PI 0.34 0.22 0.07 0.138 0.351 0.34 0.22 0.07 0.138 0.351 0.34 0.22 0.07 0.138 0.351
Temperature 30 C 35 C 40 C
1 1 60 72 79 82 85 58.5 69 78 82 85 55 71 74 77 82
2 61 73 78 80 84 59 71 76 80 84 55 67 73 75 81
3 60 73 77 82 83 60 68 77 79 83 56 65 74 79 83
4 60 72 78 81 84 61 70 75 80 82 55 66 73 78 82
5 60 71 78 80 85 60 68 76 79 81 55 66 74 77 80
2 1 60 72 79 82 85 58 69 76 79 83 54 67 74 78 80
2 61 73 78 80 84 55 68 75 78 84 55 65 73 77 81
3 60 73 77 82 83 58 70 77 79 84 56 65 74 76 81
4 60 72 78 81 84 58 70 75 80 82 55 66 73 78 82
5 61 71 78 80 85 57 71 76 81 83 55 66 74 76 80
Average 60.3 65.6 70.9 73.6 76.6 58.4 63.1 69.2 72.5 75.6 55.1 60.3 66.9 70.1 73.9
Temperature 45 C 50 C 55 C
1 1 54 66 70 75 80 53 63 65 71 77 50 58 63 66 71
2 55 65 70 76 77 53 62 66 70 76 53 59 62 67 70
3 55 67 69 77 80 53 61 64 69 75 50 60 61 65 72
4 55 65 68 76 79 53 63 65 72 76 49 59 60 64 70
5 55 64 71 75 78 53 61 63 70 74 50 58 60 63 70
2 1 54 65 70 73 76 54 62 65 69 74 53 58 63 64 68
2 55 63 70 72 77 53 61 66 70 73 51 57 62 66 67
3 54 63 69 71 75 55 60 64 68 73 50 56 61 67 66
4 55 62 68 72 76 55 60 65 67 72 50 57 60 66 65
5 54 62 71 73 78 53 62 63 66 73 51 59 60 65 66
Average 54.6 58.3 63.3 67.3 70.6 53.5 55.9 58.7 62.9 67.6 50.7 52.8 55.6 59.4 62.3

PI: asphalt penetration index.

 S.P. Hadiwardoyo et al. / Construction and Building Materials 42 (2013) 510 9

70 70
65
Skid Number (SN) 60
60
55 50
50

coef. c
40
45
40 30
35 20
30
10
25
20 0
-0.40 -0.30 -0.20 -0.10 0.00 0.10 0.20 0.30 0.40 20 30 40 50 60
Penetration Index temperature oC

Fig. 6. Relationship between skid number and asphalt penetration index. Fig. 10. Relationship between temperature and cij coefcient regression of asphalt
penetration index.

80
Table 5
70 Polynomial squared of asphalt penetration index for different temperatures.
Skid Number (SN)

Temp (C) Equation R2

60 2
30 y = 54.43x + 27.33x + 59.24 0.960
-0.34 PI
35 y = 52.39x2 + 28.87x + 57.62 0.976
50 -0.22 PI 40 y = 52.84x2 + 30.51x + 55.38 0.974
-0.07 PI 45 y = 40.80x2 + 27.13x + 52.23 0.981
40 50 y = 20.01x2 + 24.1x + 47.94 0.972
0.14 PI
55 y = 25.43x2 + 20.83x + 44.86 0.977
30 0.35 PI

20
20 30 40 50 60
Temperature (oC) Table 6
Polynomial squared of temperature for different asphalt penetration index.
Fig. 7. Relationship between skid number and temperature (C).
Penetration index Equation R2
2
0.34 y = 0.002x  0.549x + 56.18 0.962
0.22 y = 0.001x2  0.379x + 64.84 0.997
0.00
20.00 30.00 40.00 50.00 60.00 0.07 y = 0.010x2 + 0.312x + 58.06 0.994
-10.00 0.14 y = 0.013x2 + 0.583x + 54.83 0.997
0.35 y = 0.017x2 + 0.988x + 49.33 0.997
-20.00
coef. a

-30.00
-40.00
-50.00 70.00

-60.00
SNMeasured Value

-70.00 60.00
temperature oC
30 oC
Fig. 8. Relationship between temperature and aij coefcient regression of asphalt
50.00 35 oC
penetration index.
40 oC
45 oC
40.00
35 50 oC

30 55 oC
25 30.00
30.00 40.00 50.00 60.00 70.00
coef. b

20 SN Model
15
10 Fig. 11. Correlation of skid number between experimental results and model.

5
SN 1:452t  70:73PI2  0:286t  153:5656PI  0:594t
0
20 30 40 50 60  131:5656 8
temperature oC
where t = temperature C and PI = asphalt penetration index.
Fig. 9. Relationship between temperature and bij coefcient regression of asphalt
Comparison between the experimental results and calculations
penetration index.
using the model conrmed the appropriateness of the very strong
Y ij 1:452X i  102:7X j 0:286X i 38:65X j relationship shown in Fig. 11 with a value of R2 = 0.9600.981.
0:594X i  78:15 7
4. Conclusions
where Xi is the dependent variable temperature (t in C) and Xj is the
dependent variable asphalt penetration index (PI). From this, the This study produced methods to determine the effects of the as-
authors proposed a model Eq. (7) as follows: phalt penetration index and the temperature on the skid number.
10 S.P. Hadiwardoyo et al. / Construction and Building Materials 42 (2013) 510
The following conclusions were made based on the experimental
results:
1. Samples were immersed in a tub lled with water heaters and
equipped with control devices, which gave an accurate mea-
surement of the skid resistance value at the sample surface
temperature. The measurements were performed in two direc-
tions, from the lowest temperature to highest temperature and
vice versa.
2. A model was successfully developed to obtain skid number val-
ues based on temperature and asphalt penetration index.
3. Skid number values decreased with increasing temperature.
The measurement of skid resistance could only be performed
at a position below the softening point of the asphalt because
the surface was destroyed when attempting to measure resis-
tance at temperatures near the softening point.
4. The skid number could be controlled based on the resistance
needs of the asphalt concrete and its asphalt penetration index
while accounting for the effects of uctuating ambient
temperatures.
5. BNA could play an additive role in increasing the resistance of
asphalt mixtures while accounting for the effects of tempera-
ture and increasing asphalt penetration index.
Acknowledgements
The authors express their gratitude to the Directorate for Re-
search and Community Service at the Universitas Indonesia, which
provided funding in a 2010 Research Grant for this research
activity.
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