Trinidad Lake Asphalt (TLA, TNA, Epuré) is perhaps the most famous source of natural bitumen. It occurs as a semi-solid emulsion of soluble bitumen, mineral matter and other minor constituents. Mined from the world famous ‘pitch lake’ in the south west of Trinidad, West Indies, it has enjoyed continuous use in asphalt products for well over 100 years.
TLA is first surface mined from the 100 acre ‘lake’.
The mined Trinidad Lake Asphalt is subjected to a simple refining process resulting in a material remarkably constant in its soluble bitumen content of 53 to 55%. The mineral component is similarly fixed at 36 to 37%. This mineral constituent works in combination with the bitumen component to produce the beneficial properties of TLA.
Until recently TLA has only been available in 240kg drums but is now available as a granulated product (TNAC 0/8) pre-packed in easily handled low-melt bags. It can also be supplied blended with cellulose fibres (NAF501) for addition to SMA mixtures. Both products are manufactured to DIN EN ISO 9001.
TLA modified asphalt materials provide;
TLA has a proven history of successful asphalt mix modification, backed up by exhaustive test data from around the globe. TLA has proved to be particularly effective in heavy duty pavements which must demonstrate cost-effectiveness and high performance. These applications include; race tracks, container handling facilities, highways, bridges and airports.
TLA can be stored with no detrimental effect, in marked contrast to many polymers. TLA can easily be added to any asphalt mixture, in any quantity, at any time and mixed at elevated temperatures with no degradation or loss of performance.
In recent years, TLA has demonstrated that it is particularly well suited to use in modern thin surfacing systems. It is routinely used in Stone Mastic Asphalt (SMA), Asphaltic Concrete, Gussasphalt and Mastic Asphalt materials.
For SMA, replacing 20 to 30% of the binder with TLA is normally specified which produces an economical alternative to polymer modification, with the added benefits of easy storage and addition.
Major projects where Trinidad Lake Asphalt has been successfully used include;
Welcome to Asphalt Associates Ltd;
Suppliers of high quality, sustainable products providing cost effective solutions for the asphalt industry.
We are a distributor for Trinidad Lake Asphalt.
The longest established and best known asphalt pavement modifier for the creation of durable pavement structures.
Asphalt Associates Ltd is a UK based company committed to sourcing and supplying the very best materials for best value, long-life asphalt structures. We only source & manufacture materials with proven durability and technical support. Further detail can be found in the Products and Projects sections of our website.
Asphalt Associates Ltd is a Director-owned independent UK company whose aim is to provide cost-effective solutions to producers, specifiers and users of asphalt materials.
We believe that the investment in asphalt should be protected and that protection should range from material selection to extending the useful life of the product. We are confident that by supplying Trinidad Lake Asphalt we can achieve best value in the procurement & use of asphalt products.
TLA is a bitumen modifier which provide beneficial alternatives to polymer modifiers and can also enhance certain characteristics in combination with them. Small quantities can be supplied in easy to handle packages: no need for bulk storage of modified bitumen for a bus-bay or small junction.
Asphalt Associates Ltd also provides technical services and routinely sources & ships a large variety of contruction materials to customers around the world.
With decades of collective experience we can frequently provide solutions where others have failed.
For further information on our services and products please use our internet resource and contact page. product or service you'd like to show.
The Jiangyin Bridge was surfaced by Anderson Asphalt Ltd. This Suspension Bridge is the longest in Mainland China and the fourth longest in the world. It has a span of 1385m with 14m wide, dual 3-lane carriageways, a 1.5m central reservation and two 2.2m wide maintenance lane/footways hung either side off the main cross section girder. The area of the main carriageway was approximately 41,000m2, with a mastic asphalt surface of approximately 48mm thickness. Additionally the maintenance lane/footway of 6,000m2was surfaced with mastic asphalt of 28mm thickness.
The demanding specification for the main carriageway required a surfacing design giving 15 years durability and accommodating a temperature range of +700C to –150C. Additionally, the composite material was to show no sign of softening at 700C.
A three stage technical design appraisal was devised; First, a series of laboratory tests was carried out on materials to assess their suitability and compliance with the specification and performance criteria. The second stage comprised testing the completed surfacing system. This was to ascertain the compatibility of all components, their ability to perform over a temperature range of +700C to –150C and the adhesion and compatibility with the underlying paint system on the steel deck.
The final stage entailed assessing the optimum design that would best meet all the stated environmental and traffic conditions over a 15 year period by finite element (FE) analysis of the surfaced steel deck. Based on this programme, the surfacing mix proposal was for mastic asphalt with an Asphaltic Cement comprised of 70% Trinidad Lake Asphalt & 30% 60/70 pen bitumen.
The material was mixed in a custom designed production unit of 20 tonne capacity which accurately combines and mixes the bitumen, the Trinidad Lake Asphalt (TLA) and fine limestone. The mixer was mounted on calibrated load cells with thermostatic temperature controls which maintain the mixture at between 1700C and 2100C. After mixing, the mastic was discharged into 1 tonne capacity steel moulds. Once cooled & tested, the moulds were struck and blocks of mastic transferred to Mainland China.
On site, the mastic blocks were broken up, fed into mobile transporters and melted. Hot dried stone was added, the temperature brought up to 2000C and the mix transported to the bridge deck for paving. The mastic asphalt was poured in front of a purpose made laying machine, including a spreader and automatic leveller, which ran along the top of formers. No vibration was used. Bitumen coated stone chippings, which enhance skid resistance, were spread immediately behind the newly laid mastic by means of a mechanical chip spreader.
Mike Sida of Anderson Asphalt Ltd concluded: “While mastic asphalt is considered an ‘old’ product, it competes with the current state of the ‘black art’ bituminous surfacing products by providing a durable, hard wearing, cost effective surface. Once the appropriate design characteristics have been established, the material works well. It has been found to be most effective when the asphaltic cement content of the mix is modified by adding TLA. It has been shown that it continues to work, virtually without attention, for more than 20 years. For the ultra-sceptical, which unfortunately is the category most of us are compelled to fall into nowadays, seeing that it works is believing”.
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