sample yearbook (2014 edition)

www.instituteofasphalt.org

The Institute of Asphalt Technology YEA

RBOO

K 2014

The Institute of Asphalt Technology

YEARBOOK 2014

For your toughest challenges

www.nynas.com

If you are challenged to design an asphalt solution that can handle the toughest

circumstances, bring that challenge to us. We will show you how we have applied our

toughest binder, Nynas Endura, to challenges all over Europe and fi nd the right design

for your needs. Want to know more? Visit nynas.com/endura

DOCKS AIRPORTS RACETRACKS ANY HEAVY TRAFFIC AREA

Talk to us about Nynas Endura

11-0008tg-NYN_Ad_Endura_Hamn_FINAL.indd 1 2012-06-11 15.49

Published by www.aladltd.co.uk

Designed by Sharon Levett • [email protected]

© 2014 Institute of Asphalt Technology

No material in this issue may be reproduced in any form except by permission in writing from the Institute Secretary.

Contributors express their personal and professional opinions in this publication and their views are not necessarily those of the Institute of Asphalt Technology.

The Institute of Asphalt TechnologyPO BOX 17399 • Edinburgh • EH12 1FRTel 01506 238 397email [email protected] www.instituteofasphalt.orgISSN 1479-6341

President Arthur Hannah, FIATVice President Geraldine Walsh, FIAT Editor Pippa Birch, MIAT Business & Development Manager Russell HunterSecretary Michael Atkinson, FIATHon Treasurer Ray Wood, MIAT

For your toughest challenges

www.nynas.com

If you are challenged to design an asphalt solution that can handle the toughest

circumstances, bring that challenge to us. We will show you how we have applied our

toughest binder, Nynas Endura, to challenges all over Europe and fi nd the right design

for your needs. Want to know more? Visit nynas.com/endura

DOCKS AIRPORTS RACETRACKS ANY HEAVY TRAFFIC AREA

Talk to us about Nynas Endura

11-0008tg-NYN_Ad_Endura_Hamn_FINAL.indd 1 2012-06-11 15.49


YEARBOOK 2014

4 President

10 The Institute of Asphalt Technology

11 Who’s Who in the IAT 2014/2015

12 IAT Council 2014/2015

14 Branch Committees 2013/2014

15 Branch Reports

24 Education Committee

25 Publications Committee

26 Technical Committee

26 Financial Statement 2013

27 Promotions Committee

28 Membership Committee

30 The Social Whirl

32 Russell Hunter’s Report

32 New Members

33 Routes to Membership

34 Trade Associations

TECHNICAL PAPERS43 AWARD WINNER – Warm Mix Asphalt reaches Dublin’s Fair City

48 The Crack, Seat and Overlay Method incorporating EME2

54 New Routes for Approval

58 A82 Crianlarich Bypass – Machine Control to improve Sub-Base

and Asphalt Surface Regularity

62 Surfacing Options - Bridge Decks

70 RAP Recycling in a Hot-Mix Asphalt Plant

72 Lining Landfill Cells using Dense Asphalt Concrete (DAC)

78 How CE Marking is working for Surface Treatments

ADVERTISERS INDEXAmmann 13, 29

Billian 81, 93

Colas 6, 8

Connor Construction 41, 89

Elm Surfacing 92

Eurovia 61, 84

FM Conway 31, 86

Grontmij 53, 91

Highways Magazine

Excellence Awards 23, 71

Instarmac 90

Irish Tar 92

JCB 69, 83

Jet Materials 30

Kilsaran 93

MPA/Newcastle University 57

Nynas IFC, 82

Scalestick 90

Seeing is Believing 23, 94

Total BC, 85

United Asphalt 35, 87

Velocity 49, 88

4 IAT YEARBOOK • 2014 www.instituteofasphalt.org

Where does time go? When Pippa asked

me to do the President’s review for the

2014 Yearbook I thought I had plenty

of time to do it as I could not believe I

have been in office for nearly a year. She

gave me a couple of weeks maximum.

What it has done is made me sit down

and think about how my term in office is

going. Becoming President towards the

end of June lulls you into a false sense of

security in that we are almost straight into

the summer holidays so nothing much is

happening. I did however make my first

outing a week after the conference at the

one day Engineers’ training seminar that

was organised at Derby University and

aimed at the client side of the business.

I was originally attending to do the key

note speech but a few days before I was

persuaded to step in and present one

of the papers, so not the easiest start

to my Presidency. The day was a great

success with numbers close to 100, the

only complaint was the huge amount of

information given that day which made

it hard work for the delegates. Ideally

we would want to run this over two days

but it is difficult to get people out of the

business for that, so we crammed as much

as possible into one day.

Our collaboration with the University of

Derby and the courses we jointly run is

working well and I must pay tribute to Brian

Downes and his committee for the effort

they put in to making this work. The courses

are going from strength to strength and we

are now looking towards developing links

with other Universities to develop a stronger

base for feeding into these courses. Brian

is also looking at extending the one day

Engineers’ Seminar to other parts of the

country so that we can cast the net as wide

as possible and hopefully attract some new

members.

Your Council is determined to make the Institute relevant to the needs of you, the members, and to keep you all at the forefront of any developments throughout the industry

I have not managed to get around all of the

branches yet but have made a good start,

with the Western Branch annual dinner

dance, an Irish branch training day, the

Scottish and East Midland branch dinners,

(the latter three all in eight days) and I

will shortly be attending the Pennines

branch Summer Ball. I hope to get around

the remaining branches in my next year in

office. The support for the branch events

does vary around the country and some

branches are struggling to get numbers to

any sort of event; however, overall I think

that the Institute is in very good health. The

Irish, Western and Scottish branches seem

to have the knack of putting on exactly

want is wanted by their members and are

getting very good turn outs to both social

and technical evenings. We do need to look

hard at the other branches and see how this

can be extended throughout the country.

I have also represented the Institute at

the Institute of Quarrying annual dinner

and the IHE annual dinner. The invitation

I missed out was the CIHT Luncheon at the

Grosvenor House Hotel but my shoes were

ably filled by Geraldine, our Vice President,

who attended in my place. I will ensure my

holiday arrangements are better planned

this year.

We are developing closer links with the

Worshipful Company of Paviors. They are

keen to promote apprenticeships and hands

on training which is complementary to what

Derby University offers and we are currently

exploring ways we can work together. They

have for a number of years made awards

to successful students undertaking the

examinations in asphalt but we are

looking to expand on this and more

into the practical side of training.

On the financial front, 2013 was a successful

year, so much so that we have now put

Asphalt Professional back into print. This

is a good sign which now allows the

Council to put all its efforts into our core

values of training and the dissemination

of best practice and innovation in asphalt

technology rather than just survival.

The annual loss of members we have

experienced over recent years has now

stopped and we are attracting more new

members than leavers. Russell has worked

very hard on contacting any members who

have not paid their subscriptions in recent

years and has had some success in getting

these paid. He now has an accurate list

of all the members who have paid their

subscriptions and has written to those in

arrears informing them of their suspension.

This is probably the first time in many years

that we have an accurate and up to date

membership list. If you do know anyone

who has been suspended and wishes to be

reinstated, then please ask them to contact

President

Arthur Hannah FIAT President IAT

www.instituteofasphalt.org IAT YEARBOOK • 2014 5

PresidentRussell who will agree the necessary

arrangements with them. We need to grow

the membership over the forthcoming years

so please bear this in mind, especially with

new starters within your companies. We

have streamlined the membership process

to make it as easy as possible for people to

apply and to decide on the correct grade of

membership, so let us make good use of it.

Those of you who attended either the

Hillhead exhibition or our National

conference will have seen the new brochure

we have had published to promote the

Institute and the benefits of membership.

This is the result of much hard work by

our Promotions Committee under the

Chairmanship of Chris Lycett who has

been helped in this project by Geraldine

Walsh. This is a very professional piece of

work which will be available for use at all

the events we attend and where we can

attract new members. The strapline of

‘Paving the Way’ will be used in coming

publications and will be combined with

additional words depending on the audience

we are targeting. This is all part of making

the Institute more Professional and more

attractive to new members and helps to

portray our core values. Further work on

our website is currently being undertaken

by Russell Hunter to keep this up to

date and relevant, a further sign of our

professionalism.

Your Council is determined to provide an

institute relevant to the needs of you,

the members, and to keep you all at the

forefront of any developments throughout

the industry.

This is not easy and I must thank all of

the teams involved in this massive task.

We want this to be the ‘must join’

institute for everyone in the industry and

I an confident that we are moving in that

direction.

I am looking forward to my second year

as President and if it is half as enjoyable

as my first year I will be very happy.

AsphaltProfessionalTHE ONLY PROFESSIONAL MAGAZINE DEDICATED TO THE ASPHALT INDUSTRY

The Asphalt Professional has been changing for the better over the past 12 months and we want to keep momentum going – but we need YOU! If you can contribute in any way, through submission of technical papers for

review, items for discussion, advertisements or just a letter giving us your opinion - we want to hear from you!

September Issue: ASPHALT PRODUCTION AND PLANT

Copy Date - Wednesday 13th August 2014

November Issue: RECYCLING

Copy Date - Wednesday 8th October 2014

(Please note: technical papers need to be submitted one month prior to copy date to allow for technical committee review)

And what does 2015 hold in store? We will be starting to put together our forward plan for 2015 soon. Are there any topics you’d like us to cover next year?

Do you have products you’d like to advertise that would suit a particular focus?

Pop us an email at [email protected] or call Pippa on 07787 501652

There’s more to Colas than you realise

Over the years, Colas’ history of growth has been progressive and far reaching and we have built a long lasting reputation as a diverse service provider.

Our unique ability to provide intelligent and innovative solutions has contributed to our long term success and as a result we have continued to enhance and increase our offering to the highway infrastructure market.

For us it’s about looking into the future and in Scotland we have recently developed our service even further. By utilising our in-house expertise and resources, we have introduced a specialist contracting unit that is built and based on the needs, practises and preferences of our Scottish customers.

With greater emphasis being placed on integration and collaboration, for our customers this means access to a much wider range of skills, services and capabilities.

So by choosing Colas, our customers benefit from having access to first class products and services that are backed by the International Colas Group and an annual research and development investment of €70m.

www.colas.co.uk

65889_IAT_Yearbook_DPS_Ad.indd All Pages 20/05/2014 16:50


Colas is a name known to many for a variety of different products and services in the

UK’s highways and transportation sector. In Scotland the reputation of the Colas brand

is strong mainly through its Products and Surface Treatment activities delivering high

performance materials and specialist surfacing techniques. Colas is now looking to

enhance its position following the launch of a new dedicated contracting team.

Colas’ successful Products business is

based out of Warrington in Cheshire. An

extensive portfolio of different and widely

used highway products are supplied in bulk

or packed form from Colas’ Warrington

manufacturing site throughout the UK.

Following a reorganisation it is under the

Products umbrella that the new Colas

contracting unit has been launched, with

the team based in East Kilbride, dedicated

to serving clients in Scotland.

“The depot is strategically placed. From

there we can cover most places in Scotland

with our mobile crew,” says Colas Associate

Director for Products Sommerville Wright.

“We have launched a contracting business

dedicated to Scotland because demand

for our high performance materials

and methods is growing. This opens

opportunities for us to deliver specialist

contracting capabilities, which are most

effective if they are located close to the

customer base.

“Furthermore, our operatives will be

fully trained in a number of product

applications and specific activities to

ensure that we have full control over the

quality of workmanship and consequently

responsibility for the performance,”

Wright adds.

There is great emphasis placed on

integration and collaboration in Colas’

new strategy. Across the UK, customers

deal with the same company: “There is

one Colas, offering a wide range of skills,

services and capabilities,” Wright says.

“We do recognise, however, that one size

does not fit all, and that Scotland and our

Scottish customers have specific needs,

preferences and ways of working. Our

contracting business in Scotland is being

built on close long term relationships with

our clients.”

Colas’ capabilities include application of its

in-house produced materials, such as the

company’s joint sealant range, decorative

surfacing and footpath treatments, as

well as other activities including traffic

management (TM) and ironwork.

The company’s TM business has grown out

of Colas’ involvement in the trunk road term

maintenance market. Its TM operation now

includes a fully accredited training centre as

well as all of the equipment necessary for

providing TM services across all categories

of the highways network.

The Colas contracting team in Scotland is

fully trained to work as an autonomous

unit on public highways and private sites.

Its operatives have the skills needed for

setting out and maintaining the TM that

is appropriate to a particular project or

site says Wright.

This attitude extends to quality of

workmanship, Wright says. The aim is to

build up a specialist contracting business

in Scotland. “Some may not see the sort of

work we’re doing as particularly specialist,

but these teams are specifically trained to

lay these products to a high standard, so

they are specialists in the service they are

providing.”

The surfacing products include Colas Grip,

a premium clear and resin-based binder

material, which a Colas contracting team

of three operatives recently applied for

Dumfries & Galloway Council.

Colas’ contract involved the resurfacing

of a car park as part of the regeneration

of Dock Park in Dumfries. The park, on

the bank of the River Nith, is an important

public space and heritage area for the town.

ADVERTORIAL

New contracting team carving out a niche

For more information: www.colas.co.uk


For its restoration, supported by the

Heritage Lottery Fund, the council wanted

a car park surfacing material that offered an

aesthetic finish and a durable one, capable

of withstanding high forces exerted by

turning vehicles.

Colas supplied and applied a slurry seal

surfacing in the car park bays, with a stone-

finish surfacing based on Colas Grip on the

car park roads and turning areas, over an

area of about 2,000 square metres.

“We have received excellent feedback

on the success of this contract, particularly

on the quality of the workmanship on site,

which was the most critical aspect for the

council,” Wright says.

“This contract has built on the good

relationship we had already built up with

Dumfries & Galloway over a number of

years through supply of our products to the

council’s in house contracting operation.

We hope to do similar for other customers

as well, where a high quality end product

is required.”

The work of Colas’ contracting team in

Scotland has focused on application of Colas’

surfacing materials so far, but the plan is

to promote the company’s other specialist

services such as joint sealing, ironwork and

traffic management. “We also intend to

add other specialist materials and surfacing

applications to our portfolio, depending on

demand. We will listen to our customers

and respond accordingly,” says Wright.

ADVERTORIAL

“Customers in Scotland will be well aware

of other Colas contracting teams – those

that apply specific surfacing methods, such

as microasphalt and Colas Fibredec as well

as deep and shallow in situ road recycling.

This new Colas contracting business will

work collaboratively with these teams

where opportunities arise, creating a

platform for Colas to develop and enhance

its profile in Scotland.

“Application of our own and others’

specialist surfacing materials is a natural

fit for us. It’s a niche market and a platform

for the rest of the Colas business. We can

identify opportunities in Scotland for other

Colas teams and vice versa.”

For more information: www.colas.co.uk

Scotland is a very important market for

Colas’ Products business, with specialist

materials of bitumen emulsion and

other highway products manufactured

and distributed from the company’s

Warrington site.

One of Colas’ most successful products

over recent years is its BBA HAPAS

approved Colpatch pothole filler

material. Colpatch has become a

recognised by many local authorities

and term contractors as a sustainable

method for pothole and patch repairs is

now being supplied annually in bulk or

in bagged or bucket form.

The majority of these sales are

to highway authorities and their

contractors in Scotland and England’s

northern counties, partly due to

the material’s ‘tenacious’ bond and

durability in all weather. Colpatch also

has the significant advantage of being

able to be stored for up to two years

and still function effectively.

“A great number of pothole repairs are

still being carried out following this

year’s very wet winter,” says Colas

Products Associate Director Sommerville

Wright. “Some customers like to take

delivery of Colpatch in 20t bulk loads

to be used over several months, while

others buy smaller quantities weekly.

The versatility is key.”



Thanks to some hard work by all concerned,

we have been able to offer the enhanced

Diploma course since September 2007,

with the recent upgrade of the course to

Foundation Degree level – see Education

Review on page 20.

Publications Committee

The Publications Committee is responsible for

the highly acclaimed Asphalt Professional and

this yearbook. Our in-house journal continues

to win plaudits for its high quality output. To

collate this publication takes many hours of

hard work and dedication from all concerned

and the polish of the finished Journal proves

it is worth the effort.

it is, of course, your Institute, an organisation of which we can all be proud

Finance Committee

The Finance Committee looks after our

(your) cash. Balancing the income against the

outgoings is no easy task and some difficult

decisions have to be made. Our finances are

now healthy after a few years’ drain on our

resources. No organisation can rest on its

laurels and the Committee, along with the

support of Council, will continue to look to

improve the financial management of your

Institute.

Business Development Manager

So, as well as the committees, what else

happens? The IAT could not function without

the administrative backup from our Business

Membership Committee

The Membership Review Panel is responsible

for vetting all prospective members of the

IAT. Applications for membership are judged

against the criteria laid down in the “Routes

to Membership”. However, the Committee

recognises that the Industry has changed

radically since the Institute’s inception and

today’s aspiring IAT member will often

possess a different variety of qualifications

and experiences than was originally

envisaged. Hence the Committee has had

to acknowledge and adapt to this while

protecting the status and integrity of the

membership.

Technical Committee

The Technical Committee has continued to

diligently and professionally undertake peer

reviews of technical papers for publication

in Asphalt Professional. Clearly, our highly

acclaimed publication would not work

without such a high quality peer group

review. It is to the Technical Committee’s

credit that so many excellent papers have

been reviewed for the magazine. The

Technical Committee is also responsible

for IAT representation on BSI and similar

committees, by giving feedback as

appropriate (by JBB & JCN, at least)

Education Committee

The Education Committee is the link with

the University of Derby and is constantly

reviewing the content of the coursework.

No one should underestimate the magnitude

of such an undertaking.

AN OVERVIEWThe Institute of Asphalt Technology (IAT) exists to serve all its members. To that end it constantly reviews its performance and operations

to bring you the service you require. We have to recognise that the IAT would not exist without the patronage of its members. We are

therefore grateful for the feedback we receive, both positive and negative. In these days where recognised qualifications are becoming

a prerequisite for professional employment, being a member of a recognised and respected Institute is becoming more important. The

IAT aims to meet this challenge by reviewing its operation in order to remain at the forefront of technology, while remaining true to its

traditions and values. To demonstrate this, it may be worthwhile looking at the breadth of the work undertaken by the IAT Council and

its Council Committees.

Development Manager, Russell Hunter,

who is the link between Member, Council

and the Branches. It is his function to ensure

that all aspects of the Institute run smoothly

and as he reaches the end of his second year,

we are pleased to report how successful he

continues to be.

Branch Committees

But the heroes in all this are, of course, the

Branch Committees; without their tireless

support the IAT would struggle to work. Not

only do they cater for the membership at

local level by organising technical evenings,

conferences, training days and social events,

but they also continue to support the Institute

financially. It’s also the Branches and their

Committees who primarily seek out and

recruit new members. We believe that in the

IAT we have a strong, vibrant Institute that

punches well above its weight. In the end it

is, of course, your Institute – an organisation

of which we can all be proud.


Who’s Who in the IAT 2014/2015

Activities of the Institute The objectives of the Institute are:-

n To promote generally the knowledge

of asphalt technology and to make it

available to all members of the Institute.

n To encourage and promote improvements

in the practice and standards of the

technology.

n To promote the consideration and

discussion of all questions affecting

asphalt technology.

n Generally to watch over, support and

protect the status of members of the

Institute.

National activities include publication of

a Asphalt Professional and organisation

of conferences. Asphalt Professional

also contains papers concerned with the

manufacture and use of asphalt in highway

engineering, civil engineering and building

construction. Seminars and technical and

social meetings are arranged by nine

branches that cover the United Kingdom and

the Republic of Ireland.

PRESIDENT

A Hannah, FIAT

VICE-PRESIDENT

G P Walsh, FIAT

MEMBERS OF COUNCIL

W L Andrew, MIAT

M Atkinson, FIAT (Company Secretary)

P Birch, MIAT

A Bird, MIAT

J Booth MIAT

B Downes, MIAT

A L C Ferguson, MIAT

C Hudson, FIAT

J T Laitinen, FIAT

I Lancaster MIAT

G Lohan, FIAT

C Lycett, MIAT

J C Nicholls, FIAT

A J Sewell MIAT

R G Wood, MIAT (Hon Treasurer)

A Woodside FIAT

MEMBERS OF SENATE

R C Bolden, FIAT

J M Bradshaw-Bullock, FIAT

S M Child, FIAT

A W Christie, FIAT

I J Dussek OBE, Hon FIAT

V Moore, FIAT

W B Nickson, FIAT

H R Perkins, FIAT

G J Rayner, FIAT

K A Riley, Hon FIAT

I D Walsh MBE, FIAT

PAST PRESIDENTS

2011 J T Laitinen, FIAT

2009 C Lycett, MIAT

2007 R C Bolden, FIAT

2005 I D Walsh, FIAT

2003 S M Child, FIAT

2001 J M Bradshaw-Bullock, FIAT

1999 H R Perkins, FIAT

1997 A W Christie, FIAT

1996 V Moore, FIAT

1994 C Rose, FIAT

1993 A T Pakenham, FIAT

1992 I J Dussek, OBE, Hon FIAT

1990 K A Riley, Hon FIAT

1988 W B Nickson, FIAT

1986 F M L Akeroyd, Hon FIAT

1983 AW M Burman, FIAT

1980 G F Brantingham, DFC

1979 G J Rayner, Hon FIAT

1974 R G Martin

1966 Sir H Manzoni, CBE

HON FELLOWS (HON FIAT)

F S Baxter

S F Brown OBE

S A van der Byl

D M Colwill OBE

A F Constantine

I J Dussek OBE

I L Jamieson

G J Rayner

K A Riley

B W Larter

ACCOUNTANTS

TMA Chartered Accountants

BANKERS

Lloyds TSB Bank Plc

The Institute supports managerial and

technical staff training schemes in asphalt

technology and moderates qualifying

examinations. Courses are available at:-

University of Derby Corporate Enterprise Centre,

Bridge Street, Derby, DE1 3LD

tel: 0800 678 3311

fax: 01332 597736

Email: [email protected]


IAT Council 2014/2015

Certificate of Merit

Alan Ferguson Chris Hudson

Ian Lancaster

Andrew Bird

Geraldine Walsh

Vice-president

Gearoid Lohan

Michael Atkinson

Company Secretary

Lyle Andrew Pippa Birch

Cliff Nicholls

Ray Wood

Hon. Treasurer

Chris Lycett

John Booth Brian Downes

Tony Sewell

Jukka Laitinen

Alan Woodside

Since its inception in 1992, the Certificate of Merit ‘in recognition and appreciation

of exceptional services in support of the Institute’ has been awarded to the following:

1992 William C Moulton W.Midlands Branch

A J (Doc) Foster Pennines Branch

1993 Eric R M Boyd Scottish Branch

Ken J Powell W.Midlands Branch

1994 F S (Derek) Baxter N. Ireland Branch

Terry W S Hoban South East Branch

Basil W Larter North East Branch

John L Sullivan W.Midlands Branch

1995 Roy E Pyke E.Midlands Branch

1998 Peter Heron Western Branch

Alan Lowes North East Branch

John Norman E.Midlands Branch

2000 Dr Bryan Hayton E.Midlands Branch

2001 Peter Wheedon North East Branch

2004 Ray Wood E.Midlands Branch

2006 Mike D Haswell Western Branch

2007 John Halfpenny West Midlands

Arthur Hannah

President

Ammann UK Ltd.Bearley, Stratford-upon-Avon

CV37 OTY WarwickshireTel. + 44 1789 292 210

[email protected]

UniBatch

The new UniBatch sets new standards for asphalt mix production in the 80–340 t/h output classes. It delivers cutting-edge technology and includes all the features of current and future plant concepts. This batch mixing plant is optimised to reduce wear and maintenance, and is easily accessible. Slimline dimensions and core components designed to max-imise performance make it top of our mixing plant range.

For more information on compaction machines, mixing plants and pavers go to www.ammann-group.com

UniBatch 260 t/h.



[email protected]

UniBatch

The new UniBatch sets new standards for asphalt mix production in the 80–340 t/h output classes. It delivers cutting-edge technology and includes all the features of current and future plant concepts. This batch mixing plant is optimised to reduce wear and maintenance, and is easily accessible. Slimline dimensions and core components designed to max-imise performance make it top of our mixing plant range.

For more information on compaction machines, mixing plants and pavers go to www.ammann-group.com

UniBatch 260 t/h.


Branch Committees 2013/2014SCOTTISH

Andrew Bird (Chairman)

Malcolm Durie (Vice Chairman)

Angus Bowman (Treasurer)

Craig McQueen (Secretary)

PENNINES

Ian Lancaster (Chairman)

Tony Sewell (Treasurer)

Phil Reynolds (Secretary)

IRISH

Alan Lowe (Chairman)

John Jordan (Vice Chairman)

Alan Kavanagh (Treasurer)

Seamus O’Leary (Secretary)

WEST MIDLANDS

Rob Buchanan (Chairman)

George Novakovic (Vice Chairman)

John Halfpenny (Treasurer)

Andrew Wint (Secretary)

EAST MIDLANDS

Helen Bailey (Chairman)

Alex Rankin (Vice Chairman)

Andy Simms (Treasurer)

Ray Wood (Secretary)

SOUTH EASTERN

Zito Fonseca (Chairman)

Hamad Safavi (Vice Chairman)

Mike Gibb (Treasurer)

Toby Pyper (Secretary)

NORTH EASTERN

David Jones (Chairman)

Jim Beecham (Vice Chairman)

Charles Ford (Treasurer)

Roger Rivers (Membership and Press Officer)

WESTERN

Dave Walker (Chairman)

Ian Carswell (Vice Chairman)

Liz Halliwell (Treasurer)

John Booth (Secretary)

NORTHERN IRELAND

Ken Hood (Chairman)

Kevin Michie (Vice Chairman)

Lyle Andrew (Treasurer)

Hugh McFall (Secretary)


Scottish Branch Report by Andrew Bird

Chairman: Andrew Birdandrew.bird@

colas.co.uk

Vice Chairman: Malcolm Duriemalcolm.durie@

grontmij.co.uk

Treasurer: Angus Bowmanangus.bowman@

ch2m.com

Secretary: Craig [email protected]

CURRENT COMMITTEE COMMITTEE MEMBERSNeil Anderson, Eric Boyd

Gardner Brownlie, Scott Buchanan

Alan Ferguson, Kimberly Finnie

Stuart Guthrie, Nigel Hardy

Gordon Hogg, Dr Robert Hunter

Dougie Millar, Caroline Rodrigues

Gordon Steel

The Scottish Branch has had a busy year,

back in September 2013 we had our

first paper of the year in our new venue,

the Westerwood Hotel in Cumbernauld,

which was about the “Surfacing of the

Kessock Bridge” a joint presentation given

by Adrian Pollett of Stirling Lloyd and

Kurt Andres of Aeschlimann, describing

the continuous Gusasphalt railed paving

technique used on the Kessock Bridge.

Other papers presented to our branch

members throughout the year were as

follows:

October 1st: Lawrence Shackman from

Transport Scotland gave a highly detailed

and informative presentation on the

construction of “The New Forth Crossing”

October 29th: Scottish Branch member

Forbes Macgregor presented “Road

Pavements since the Blue Book – A

client specifier’s view” with his personal

retrospective on the development of road

pavements over the last 30 years.

November 12th: We had our joint meeting

with the IOQ, when Alan Ferguson from

Breedon Aggregates presented “When

the Rubber Meets the Road”.

January 21st: Michael McHale from

TRL presented “EME2: A Scottish View”

February 11th: Brandi Davey of Colas

Airfields presented “Falklands Runway

Resurfacing: The Contractors View”

Finally on March 11th our final paper

presented jointly to ICE and IHT in Inverness

was “The Military Road” presented by Stuart

Guthrie and Michael Gordon from Mouchel.

We welcome any comments on how we can make the branch better for our membership

Our Westerwood technical papers are

preceded by an excellent two course meal

provided by the Scottish Branch to all of

our members and their guests who register

their attendance in advance. The meal

is served promptly at 5.45pm, with the

technical paper commencing at 6.45pm;

further details can be found at www.

iatscottishbranch.org where you will be

able to find the 2014 – 2015 diary of events

for the Scottish Branch.

This year the Scottish Branch is proud to

be the host for the IAT National Conference

in historic St Andrews. As well as the

Conference on the 19th of June, we will

also be holding a Training Day on the 18th

of June, and on both of these days there

will be a trade exhibition. For further

details of the IAT National Conference

and booking details can be found at

www.instituteofasphalt.org/conference

I would like to encourage all of our Scottish

Branch membership to participate in these

events and ask you to take an active role in

whatever presentations and events that you

would like to attend. Please contact any of

our committee members with your ideas

for technical papers for us to arrange to

bring them to the branch in the future.

We welcome any comments on how we can

make the branch better for our membership,

and I look forward to meeting current and

new members at forthcoming events and

hopefully many more members from further

afield during the IAT National Conference

in St Andrews this June.


Chairman: David Walker David.Walker@

hanson.biz

Vice Chairman: Ian [email protected]

Treasurer: Liz Halliwell Liz.halliwell@

aggregate.com

Secretary:John Booth [email protected]

CURRENT COMMITTEE COMMITTEE MEMBERSDean Baker

Pippa Birch

John Bradshaw-Bullock

John McCulloch

Ian Regler

Adrian Schreiber-Green

Malcolm Simms

Chris Wingrove

Western Branch Report by Dave Walker

It doesn’t seem possible that a year has

passed since our last AGM, when I took

over as Chairman of the Western Branch

from Pippa, in May 2013.

The following month we held our last

technical evening before the summer break,

at the Fox and Hounds near Frome, on

“Infrared Repairs to Joints and Potholes”

In June, I attended the National Conference

and president’s dinner, at Stansted, hosted

by the South Eastern branch. At that Dinner,

the outgoing president, Jukka Laitinen,

handed over the reins to Arthur Hannah.

After the summer break, I attended

the Chairman’s meeting in London, in

September, where most of the regions

were represented. The reports from around

the country varied greatly, with some

regions struggling to get good numbers

attending their events. That evening, it was

a mad dash back to Somerset, as we had

a technical meeting, again at the Fox and

Hounds in Frome, where John Bradshaw

Bullock gave his talk on Construction

Products Regulation.

In October, we had another evening in

Frome, where Donna James and Michael

McHale gave an interesting presentation

on “Thin Surfacing”, This was followed

two days later by our 32nd annual Dinner

Dance in Bristol, which again was a great

success, with over 200 people attending.

We arranged for the band to play on for an

extra hour, so after the casino had finished,

everyone finished up on the dance floor

into the early hours, tautology at its finest.

We were joined at the dinner by guests,

President Arthur Hannah and wife Claire,

national secretary Russell Hunter and wife

Vanessa, and other committee members.

We have already booked the same venue

for this year, with John Bradshaw Bullock

and Liz Haliwell again organising the event,

as they do so well.

We have had three further meetings this

year, in January at a new venue, “the

Compass Inn” at Tormarton, just off the M4,

which has good access from the M4/M5

corridor. Cliff Nicholls obliged there, with

a talk on low temperature asphalt. Then

in February, we went to Marsh Benham,

near Newbury, where we had the best

attendance of the year: over 40. At one

point we were having to turn away guests.

John Booth gave an informative talk on new

ADEPT guidance on reclaimed asphalt and tar

in planings.

The last meeting this term was back at

Frome, again well attended, with a very

interesting talk by David Wilson, from the

company Walo, on Dam Asphalt.

Ian Carswell, the current vice Chairman,

and Cliff Nicholls have again done a great

job organising the technical evenings. As a

good number of our branch members work

or reside around companies working on the

Mendip Hills, we have most of our meetings

at Frome… also the food there is very good!!

Ian has recently distributed a questionnaire

to Branch members about meeting venues

and suggestions about subject matter for

suggestions for this coming season. The aim is

for us to try to cover as much of the region as

possible, giving everyone the chance to attend

and hear presentations on the various topics.

Thanks to the current committee members

for their hard work over the last years,

some of whom will have stood down at

the AGM which will have taken place by

the time this is printed, and welcome to

any new members who have joined the

committee, to continue the good work

of their predecessors.

Healthy funds have allowed our region

to sponsor two students for the three year

Derby Course. We have a sub-committee

already hard at work dealing with the

candidate selection and hopefully the

sponsorships will start later this year.

In summary, we have had a good year,

continue to be financially sound, and

hopefully this will continue. We extend

a welcome to several new members who

have joined our branch; my aim is to

encourage more to join this year.


Northern Ireland Branch Report by David Woodward

The following is a report of my activities

on behalf of the Branch for the period

April 2013 to April 2014.

On the 29th of May, I acted as an External

Examiner for the Diploma in Asphalt

Technology at the University of Derby. This

gave me the opportunity to meet with the

staff, interview the students and review

their exam scripts. This year’s visit will be on

the 22nd May.

On 3rd of October 2013, I gave a

presentation, “We All Need Roads”. On the

28th November 2013, Simon Wells gave a

presentation on the Roads Service Strategic

Improvements Programme. On the 30th

of January 2014, Bomag talked about the

Application Innovations in Road Construction

at the Annual Joint Technical Meeting with

the Chartered Institution of Highways and

Transportation. On 3rd February 2014 I

gave a talk – “Sure, it’s only Bitmac” – to

the Annual Joint Technical Meeting with the

Institute of Quarrying.

On the 12th of March 2014, I attended the

Southern Branch IAT Conference in Athlone.

The theme was Durable Roads with just over

200 attendees. Durability will become much

more important as the CPR starts to make its

presence felt in the standards, specifications

and procurement procedures.

In early June 2013, I attended the 2013

Airfield and Highway Pavement Conference

in Los Angeles along with PhD students

Shaun Friel and Ruth Millar. Shaun has

now completed his PhD into Early Life

Skid Resistance and is working with Flint

Ennis in England. Ruth researched Warm

Mix Asphalts in Ireland and is now waiting

for her PhD viva. Both PhD studies were

sponsored by the NRA Research Fellowship

Programme.

On the 9th and 10th of October, I attended

the NRA National Conference, held this year

in Galway. This offered a very interesting

insight into what is happening in The

Republic of Ireland. As Chair of the Scientific

Committee, I attended the 1st International

Journal of Pavements Conference in São

Paulo, Brazil in December 2013. São Paulo

is one of the world’s largest cities with

probably the worst traffic of any developed

city I have been to. There was almost no

sign of the upcoming World Cup and Olympic

Games. On the 26th of February, I attended

the 13th International Conference on

Asphalt organised by Liverpool John Moores

University. Events coming up include the

3rd ICTI Conference in Pisa over the Easter

holiday and the 4th International Safer

Roads Conference in Cheltenham in May.

I represented the IAT at B510/4 meetings

on the 26th of September 2013 and the

20th of March 2014. This British Standards

committee is chaired by the Highways

Agency with members representing the IAT,

MPA, WDM and Findlay Irvine. Its purpose

is to consider road surface characteristics

such as friction, texture, noise, evenness

and rolling resistance. The main UK issue

covered this past year is the harmonisation

of a method to measure skid resistance,

with SCRIM being the proposed method.

Other issues of discussion include the effects

of the CPR, the European ROSANNE Project,

and new methods such as Friction after

Polishing and 3D modelling of surface

textures.

December 2013 saw the start of Horizon

2020. This is a €70 billion European

programme of research covering a wide

range of areas, of which one is Transport.

There are many different opportunities for

the asphalt industry to get involved. Finally

as outgoing Chair I wish the incoming Chair

of the Northern Ireland Branch every success

in the next two years.

Chairman: Ken Hoodkhood@

atlanticbitumen.ie

Vice Chairman: Kevin Michiekmichie@

chandlerkbs.com

Treasurer: Lyle Andrewlyle.andrew@

whitemountain.co.uk

Secretary: Hugh McFallhughmcfall@

tullyrainequarries.co.uk

CURRENT COMMITTEE COMMITTEE MEMBERSPaul Callan

Peter Collen

Derek Dougherty

John McQuillan

Ronan McQuillan

Kevin Michie

Mark Quigley

Reza Shahmohammadi


Summary of Activities

1. IAT Annual Conference (Ireland) – 13th

March 2014. Over 200 delegates attended

our annual conference – held at the

Hodson Bay Hotel – entitled ‘ Building

Durable Roads’ – with 10 speakers from a

range of backgrounds giving presentations

on various aspects of road maintenance.

2. Engineers’ Training Course took place

last April. The venue was Cork – Solas

Training Centre. The course was fully

booked with nearly 40 delegates

attending. We are planning to have

another Training Course in September

in Ballycoolin. Further details can be

obtained from Sean Cassidy, our Course

Co-ordinator at [email protected]

or Gearoid Lohan, Chairman of the

IAT Training Sub-Committee at

[email protected]

3. The Irish Branch of the IAT have

published their updated IAT Surface

Dressing guidelines which includes

Guidelines on Tack Coats and Bond

Coats. Jim Campbell, Chairman of the

IAT Surface Dressing Committee

summarised the guidelines at a

Technical Meeting held in the Tullamore

Court Hotel in Tullamore, Co. Offaly

on the 30th of April. Further details

can be obtained from Jim Campbell

at [email protected]

4. The Branch have published Draft Cold

Recycling Guidelines. Further details

can be obtained from Alan Kavanagh,

Chairman of the Recycling Committee at

[email protected]

5. Education Trip: The IAT organised their

annual field in April this year. This year’s

location was a visit to Kraton Polymer

Research Centre and to Shell Bitumen

Research’s facility in Amsterdam.

Further details available from

[email protected]

6. Next Technical Meeting: ‘Best Practice

on the Laying of Asphalt’ by Gareth

Doherty, BE. Donegal Co. Co. and

‘Geosynthetics in Road Construction’,

Graham Horgan, General Manager

of Huesker UK, and a member of IGS

(International Geosynthetics Society).

Date and Venue: 2nd July 2014, Clarion

Hotel, Liffey Valley, Dublin (near M50/

M4 junction).

7. Future Technical Meeting – 24th of

September – ‘Quarrying of Aggregate’

– Kevin Buckley – Eurostone Limited

followed by a site visit to Roadstone

Quarry at Belgard, Dublin

Tom Walsh PRO – IAT

Contact Details 00 353 86 2556550

or [email protected]

www.iatirishbranch.org

Irish Branch Report by Tom Walsh

Chairman: Alan Lowealowe@

roadstonewood.ie

Vice Chairman: John [email protected]

Treasurer: Alan Kavanaghakavanagh@

atlanticbitumen.ie

Secretary: Seamus O’[email protected]

CURRENT COMMITTEE COMMITTEE MEMBERSCorin Bridson, Tony Broderick

Sean Cassidy, Ciaran Collier

Bill Greene, Liam Henry

Ian Jamieson, John Jordan

Michael Jordan, Gearoid Lohan

Chris Lycett, Fergal Madden

Dermot McCarthy, Vivian Moore

Brian Mulry, Seamus O’Reilly

Frank O’Rourke, Geraldine Walsh

Tom Walsh, Eddie Winterlich


Pennines Branch Report by Ian Lancaster

The Pennines Branch covers perhaps one

of the biggest regions in the association,

stretching from North Wales to the Humber

and Carlisle to the East Coast. One of

our main difficulties is finding venues

for technical and social events that are

suitable for everybody. Our traditional

“home” is Preston Grasshoppers RUFC,

who always look after us very well, but

we have more recently returned to Lymm

Service Area. If there is anyone out there

that knows of a good central location that

will cater for our members in Yorkshire,

please let us know.

The last year has seen us hold a varied

technical and social programme.

In May David O’Farrell (PTS / ADEPT) gave

an excellent talk on “Dealing with Tar”,

which covered all of the essential aspects

of managing tar-bound planings and

arisings. Sadly our numbers were limited

on this occasion due to horrendous traffic

problems on the M6. Those who did manage

to battle through found the talk very

interesting and relevant.

June saw the highlight of the social calendar

– in asphalt and quarry circles at least –

with the annual Summer Ball, which is

held jointly with the Lancashire Branch of

the IoQ. Over 100 people joined us at the

Imperial Hotel for an evening of dining,

dancing and general good times. Particular

thanks are due to the organising committee

and to all those who donated raffle prizes

for the event. Thanks to the generosity of

those attending, we made a donations of

£500 to our chosen charities Rosemere

Cancer Foundation and North West Air

Ambulance.

Our main focus for 2015 will be delivering the National Conference in June – and we’ll be looking for volunteers to help us with the organisation of this prestigious event

After our traditional summer break,

we returned to business in October

with Helen Bailey (TRL) giving a talk on

“Use of Vegetable Oil in Asphalt”. A good

attendance saw Helen talk about the

economic, environmental and performance

aspects of using reclaimed vegetable oils

in asphalt materials.

February saw us return to our old venue

of Lymm Service Area to hear Neil Thomas

(ASI) deliver a talk on joint maintenance

techniques entitled “What can you do with

a joint?”. Again we were beset by traffic

issues as the M56 and M6 ground to a halt,

which was very disappointing. The low

numbers, however, gave the night a more

“workshop” feel and promoted a very good

discussion.

Unfortunately we have had to postpone

our Quiz Night until later in the year –

so the “Brains of Bardon” get to hold on

to the trophy for a few more months.

In the pipeline for the year ahead are:

a visit to the Mersey Tunnels, Training/

Safety Day and Golf Day. Our main focus

for 2015 will be delivering the National

Conference in June – and we’ll be looking

for volunteers to help us with the

organisation of this prestigious event.

Chairman: Ian Lancasterian.lancaster@

nynas.com

Treasurer: Tony Sewelltony@

ptsinternational.co.uk

Secretary: Phil [email protected]

CURRENT COMMITTEE COMMITTEE MEMBERSSteve Armstrong

Rick Ashton

Phil Eadon

Steve Foxcroft

David Knott

Phil Reynolds

Paul Vickers


2013 proved to be another good year

for the South East Branch on its path to

return to the strong branch it once was.

Three evening events were organised:

two technical and one social. This might

not seem impressive when compared to

other branches but, considering where

the branch was a couple of years ago and

that it also organised the 2013 National

Conference, it is quite a step forward.

The first technical evening was a

presentation entitled “Thermally Induced

Damage in Asphalt” given by Ignacio

Artamendi of Aggregate Industries. Ignacio

gave an excellent presentation centred

on thermally induced expansion and

contraction of asphalts and how this

can cause them to fail.

The next event organised by the branch

was the National Conference. At first, the

branch committee was reluctant to take on

this responsibility, feeling that the branch

was not ready to organise such an important

event; however, after much cajoling, we

were persuaded to give it a go! Happily,

with significant input from Jan Gray of Alad

Ltd an extremely successful conference

and dinner was provided.

The next technical evening was a presentation

simply entitled “Potholes” provided by Cliff

Nicholls of TRL. Cliff summarised current

TRL research into this current hot topic and

significant area of concern.

The year was rounded off by our Quiz

Night, ably compèred by Steve Anstee of

Aggregate Industries. This was the third year

we provided this kind of social event and

each year it seems to be more enjoyable

and popular. Steve has promised to arrange

this year’s quiz so put the 27th of November

in your diary now to make sure you can

attend.

We have a strong branch committee who are committed to maintaining a robust and vibrant branch

This year’s AGM saw Steve Isaacs step down

as Branch Chairman. Unfortunately Steve’s

work duties have meant, and continue to

mean, that he was unable to attend many

of the branch’s activities so he has handed

the baton on to me. Steve was instrumental

in getting the branch restarted a couple

of years ago and he leaves the branch

committee with the branch itself in a

much better state than when he took over.

Thank you Steve!

I look forward to 2014 being another

successful year for the branch on its

continuing journey to revitalise itself.

Certainly it has started well with the

year’s first technical evening presentation,

“Sustainable Drainage Systems, an

overview” provided by Chris Marchesi of

Aggregate Industries. It was well attended

and provoked some lively discussion

afterwards. The branch’s other events

have already been planned and details

for which can be found on the website.

We have a strong branch committee who

are committed to maintaining a robust and

vibrant branch. Committee members and

their contact details are listed on the branch

website and I would encourage branch

members to contact any of us with any

views on how to improve the branch

or with subject matter for future

technical evenings.

Finally, I look forward to seeing you

at one or all of our coming events.

South East Branch Report by Zito Fonseca

Chairman: Zito Fonsecazito.fonseca@

btinternet.com

Vice Chairman: Hamad Safavihamid.safavi@

elmsurfacing.com

Treasurer: Mike Gibbmike.gibb@

hyperion-uk.com

Secretary: Toby Pypertoby.pyper@

fmconway.co.uk

CURRENT COMMITTEE COMMITTEE MEMBERSSteve Anstee

Joe Charlesworth

Neil Levett

Chris Marchesi

Iain Simpson


Chairman: Helen [email protected]

Vice Chairman: Alex Rankin alex.rankin@

aggregate.com

Treasurer: Andy Simmsandy.simms@

ringwayjacobs.com

Secretary: Ray Woodiatmidlands@

hotmail.com

CURRENT COMMITTEE COMMITTEE MEMBERSArthur Hannah

Dale Cox

Elliott Dearing

Val Riches

The East Midlands Branch has again had

an active year with technical and social

events. The branch stretches the length of

the M1 corridor from the Midlands quarries

to Bedfordshire and as such we try to hold

events in different locations around the

branch.

July brought us Tony Lewis, a visiting

consultant from South Africa who gave us a

great insight into the industry and recycling

technologies in use there. Additionally,

Tony also discussed the country’s

recent decision to move away from the

bitumen penetration grading system to a

performance grading system.

In October we organised a presentation

entitled “Stone Mastic Asphalt – The Basics

and Experiences”, hosted and presented

by Rettenmaier, producers and suppliers of

cellulose fibre at their Mansfield factory. Our

thanks go to them for an informative and

topical presentation.

Our main social event of the year was the

annual dinner at the Northampton Marriott.

In recent years numbers have been down

compared to pre-recession events but this

has not stopped the dinner from being a

great success with numbers increasing again

this year. Our after dinner speaker was

comedian Rudi West who gave the audience

a great rendition of a drunk’s night out as

part of his repertoire (at least I think it was

part of his repertoire!). Thanks also to those

companies who supplied raffle and tombola

prizes for the dinner.

We are still able to offer a hot meal to our

members attending technical evenings

and I would encourage all members to

join us for our forthcoming programme

of events. These are always a great way

of furthering knowledge on current and

future technologies, meeting other industry

professionals or at the very least getting

a hearty meal!

I would encourage all members to join us for our forthcoming programme of events

Most importantly I would like to take this

opportunity to thank the East Midlands

Committee members for their support.

Despite ever growing work commitments,

your committee give up their free time to

organise these events for the benefit of IAT

members and the industry in general. In

particular I would like to thank Simon Colton

who, after giving many years of service to

the IAT, moved to Australia earlier in the year.

We welcome comments from members on

how we can improve the branch and again,

I would encourage members to attend

and support these events. With the industry

hopefully turning a corner in this improving

economy, I wish our members every success

in 2014.

East Midlands Branch Report by Graeme Richards


North East Branch Report by John Ramsay

Over the last year we have organised the following Technical Meetings, Seminars

and Social Events:

May 2013 Training Day - several speakers

and subjects - over 60 attendees

Covering main trade issues

such as health & safety,

CPD ( Continuous Personal

Development) and product/

equipment developments.

Oct 2013 Race Night – the resurrection

of this social event was a huge

success and will be developed

for re-run this year with a few

tweaks to the format.

Nov 2013 Norwegian Super Quarries and

shipping logistics by Martin

Johansen of Stema Shipping

(UK) Ltd. - joint with the IOQ.

Martin explained how ports and

quarries around the North Sea

developed/failed with a strong

emphasis on forward planning

for success.

Dec 2013 High Modulus Bond Failures by

John Knapton - joint with the

CIHT.

Review of bond failures over the

last ten years and the resultant

revisions in tack and bond

coating practice.

Feb 2014 RAP - Recycling with Asphalt

by Graeme Hall from Lafarge

Tarmac.

A summary of technical and

commercial considerations.

Chairman: David [email protected]

Vice Chairman: Jim Beechamjim.beecham@

lafargetarmac.com

Treasurer: Charles [email protected]

Membership and Press Officer: Roger [email protected]

CURRENT COMMITTEE COMMITTEE MEMBERSMichael Atkinson

Bob Bolden

John Jeffrey

David Rockliff

Chris Hope

John Ramsay

Steven Pryke

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For over a decade, hundreds of highway schemes, products and initiatives that have excelled and gone beyond client expectations have been rewarded. All winning and shortlisted entries have benefi ted from the publicity as well as a boost to morale within the organisation.

Europe’s only event for INDOOR showcasing of highway products as well as OUTDOOR DEMONSTRATIONSAND testing in all lighting conditions

F I N D O U T W H Y A T



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Introduction The need for education and training is always important to ensure high standards are maintained within the industry. This is need is

heightened within the Asphalt industry by the significant reduction in numbers of people employed throughout the recent economic

downturn and the demographic gap which continues to widen.

The Institute of Asphalt Technology’s founding principles are to:

n Make Asphalt Technology and related subjects available to all IAT members.

n Promote and debate these issues at courses, training days, seminars and conferences.

n Provide the opportunity for members to obtain nationally recognised professional qualifications.

Over the past two-and-a-half years the Education Committee has sought to address some of the challenges of the industry with core

objectives very much in mind.

Foundation Degree in Asphalt Technology

The IAT have, in conjunction with the

University of Derby, reviewed and upgraded

the Diploma in Asphalt Technology course.

The course has been assessed and is

now at nationally recognised Foundation

degree standard. The first student cohort

commenced in September 2013. The benefit

of this upgrading of the course gives the

students an improved level of understanding

and improves the overall standard of the

industry.

Selected associate lecturers, or practitioners

from industry, now support the University

staff in the delivery of certain subjects. This

means that the learning is dynamic with

current practice and examples available

to the students.

The rewriting and reconfiguration of many

of the modules which has been undertaken

as part of this initiative, have enabled for

the use of the course material in more

bespoke packages, such as a Certificate

in Asphalt technology course being

available. The inclusion of new learning

units such as Asset Management introduces

understanding of other aspects of the

industry practice, which are now part

of many day-to-day business activities.

Education Committee

The next stage of the course development

has commenced. A review of the needs

of the industry has been undertaken. The

changes in funding and training have

impacted Client organisations. There is a

need for greater collaboration and improved

understanding to provide enhanced “value

for money”. Several local authorities and

contractors have formed strategic alliances

to develop and share best practice. There

are some obvious synergies with the IAT

course and the requirements of these

bodies. This work is still at a very early stage

and several issues are still to be resolved.

Chartered Status; Engineering Council The long running issue of joint accreditation

has been resolved with the Engineering

council. This agreement will enable

members of the IAT with the appropriate

qualifications and experience to gain Charter

status with the Institute of Highways

Engineers. The final stage of the process

will be completed in later this year,

following completion of specialist training

requirements. The Secretary of the IAT

will manage the process.

Brian Downes AIAT

Chair, Education Committee


This is my first official report as Editor, and

I am thrilled to be able to report on the

positive changes we have made to Asphalt

Professional in the last year.

Arthur handed over the reins to me last

summer and I promised him I would make a

positive change to the process of publishing the

Asphalt Professional and Yearbook, ultimately

with the idea of making the publication more

appealing to a wider audience.

We started with our first Publications

Meeting in Theale last August, pulling

together those who are responsible for

the publication to make sure we are all

moving forward as one team. We discussed

potential problems in the process and

worked together to put in place procedures

to make the publishing process more

streamlined. Our publishing team now

consists of me (Editor), Sharon Levett

(Graphic Designer), Alan Ferguson (Technical

Review) and our proofers – Alex, Cliff and

Russell. Oh, and one new member, who I

shall talk about later.

We now have a forward programme for

the year, with copy dates and issue themes

to enable us to promote the AsPro to

potential advertisers and allow contributors

of technical papers to submit their papers

early for peer review. Peer review is in its

infancy at the moment but we have now

given ourselves enough time in the process

to be able to move this idea forward – there

is a lot of toing and froing involved and it

takes time!

We also changed the look of AsPro, making

it slightly more modern with darker colours

and tabs for each section. We introduced

a format for each issue which ensures

that you will always see the President’s

piece in the same place and the technical

papers in the middle. The biggest change

has been the introduction of Asphalt

Exchange, a section solely for IAT members

to exchange ideas, provide news, shout

about their accomplishments and have a

grumble. It is building slowly – Bob Bolden

is now a regular with his Bolden Nuggets

(or BoNuggs as he likes to call them!),

our People Profile is back and we have

introduced a puzzle page and the much

anticipated return of Readers’ Drives. We

have also started to publish a letters to the

Editor section, which provides members

of the industry the opportunity to talk

about issues that are important to them,

sometimes not in keeping with the wider

view, but guaranteed to get people talking.

The biggest change has been the introduction of Asphalt Exchange, a section solely for IAT members to exchange ideas, provide news, shout about their accomplishments and have a grumble

The way we fund the production of

publication is through advertising, so

we are developing the way we appeal

to advertisers all the time, resulting in

many new advertisers along the way. The

process is extremely time-consuming and

we have recently added Vanessa to our

team as Administration Assistant. She will

be responsible for doing all the chasing,

admin, communications, invoicing and

general nagging that it takes to ensure

our advertisers get their artwork to us on

time. As the rest of us have day jobs and

produce the Yearbook for love and not

money, Vanessa will be the office hours link

for everyone. Most of us have to complete

our duties out of hours and that can be

frustrating for people trying to contact us.

She is cutting her teeth on the Yearbook

as I type this and is doing a grand job –

I think as her knowledge increases and

our relationship grows, we will turn into

a very proactive and successful team.

With regards to finances, we are barely

breaking even, but the hope is that, as the

AsPro gains in momentum, advertisers will

want more of a part of it – we already have

some great packages taken up for the next

few issues. We would like to properly break

even this year and perhaps start to make a

profit in 2015 in order to be able to increase

page numbers and provide real prizes for

the puzzle page. I am looking forward to our

next Annual Publications Meeting in August

so that we can build on our plans and push

forward more improvements.

I hope you’ll agree that the AsPro is

continuously improving, moving with the

times and responding to our members’

needs. This is not a static publication –

we respond to our members and if there is

something you’d like to see, please tell us.

One particular example is that we have been

asked to put some less technical papers in

in the future – those with a fewer graphs

and formulas – to try to appeal to those in

the industry that do not have that expertise

or knowledge. We are now looking to

incorporate at least one case study in

each issue in response to this comment.

Please remember that this is YOUR publication

– you can make a positive difference to the

content, but you have to talk to us. We can

be reached on our dedicated email address –

[email protected]

and would love to hear from you.

Pippa Birch

Editor – Asphalt Professional

Publications Committee

AsphaltProfessionalJOURNAL OF THE INSTITUTE OF ASPHALT TECHNOLOGY

No 59 • FEBRUARY 2014


Utility ReinstatementsWhat is good practice?Reports on damage and traffi c delaysNJUG and Local Authority

perspectivesPlus all your regular features

AsphaltProfessional

JOURNAL OF THE INSTITUTE OF ASPHALT TECHNOLOGYNo 60 • APRIL 2014


Pothole Special

Pothole formation –

experiments and theories

Permanent Pothole Repairs –

European research project

Ideas and campaigns

from around the globe

Plus all your regular features


The Technical Committee was established

by Council to keep members abreast of

developments in asphalt technology and

changes to the specifications to which

we work.

The members of the committee are J M

Bradshaw-Bullock, J C Nicholls, S M Child,

D Rockliff and I Walsh.

British Standards committee

representation

The IAT continues to be represented on

several committees concerned with the

revisions and improvement of asphalt

related specifications and guidance

documents. Revisions are instigated by

identified shortcomings in standards as

well as changes brought about by European

initiatives or legislation. We do our best to

give our members as early a heads up as

possible on the next set of changes coming

our way. In particular the full effect of the

Construction Product Regulations on the

Specification for Highway Works is still to

be seen as this document goes back and

forward to Europe for ratification. Also the

next editions of EN 13108 are also now long

overdue. So look forward to further updates

in AsPro to keep you informed.

Technical Reports

The technical panel continue to review

published asphalt-related TRL reports

for the benefit of members and to help

members choose which reports will be of

direct interest to them. TRL reports are a

great resource especially as they are free

for download from the TRL website and all

members are encouraged to register at the

TRL website for regular updates.

Technical Papers

The Institute of Asphalt Technology journal

is a great place to publish asphalt research

work. Although membership is smaller than

that of many other institutes, researchers

are guaranteed a knowledgeable readership

who will make use of good technical papers

and recognise the expertise of the authors.

We have expanded our reviewer numbers

so we now have many experts in the

industry prepared to perform this service so

that if you get your paper published with us

you can report that it has passed a formal

review process. I therefore encourage

anyone doing research in asphalt to use

Asphalt Professional as your first port of

call for publication. Papers should be sent

directly to the editor who then passes them

on to the technical committee.

Alan Ferguson FIAT

Chair, Technical Committee

Technical Committee

The 2013 accounts again show the

continued upturn in the financial stability

of the Institute. With reduced expenditure

and stable income, the IAT has a platform

for growth to provide members with

greater benefits and improved services.

Membership has stabilised over the

last few years to around 1000. Many new

members have joined but unfortunately this

seems to equate to member resignations

and retirement. With the industry seemingly

under continuous change, Council is now

being very proactive to recruitment and

having a face at many industry events.

With funds at a healthy level, Council is now

starting to spend some funds on updating

our brochures and sponsoring students

through courses at Derby. AsPro is now

virtually self supportive with advertising

nearly matching costs. There is further

opportunity for income through the website

which is now being explored. Finally, the

National Conference is now a good income

source for both headquarters and branches

and we thank the regular support given by

companies, members and guests to that event.

Moving forward, recruitment is key to

success. An increase in membership will

increase branch support and hopefully

increase attendance at meetings. All

branches have struggled at times and

members can help by spreading the word

and encouraging younger and new industry

folk to join an institute which specialises in

the education and communication of asphalt

related matters.

R G Wood MIAT

Hon Treasurer

Financial Statement 2013

Finances for end of the year 2013

Balance brought forward £150,931

Income £183,827

Expenditure £136,306

Current Funds £198,452


In 2013, under the management of the Promotions Committee, the Council

embarked on a comprehensive 11 point action or marketing plan for the Institute

in order to ensure our continued success in the industry. This plan has a dual

approach of seeking to increase, extend and improve the knowledge of our

existing members whilst all the time seeking to broaden the focus and

extent of that knowledge through new membership. Given the extent

of the programme, key priorities have been set thereby setting the agenda

for progress.

The members of the Promotions Committee are Alan Ferguson,

Alan Woodside, Arthur Hannah, Chris Lycett, (Chair), Geraldine Walsh,

Ian Lancaster, Ray Wood and Tony Sewell. The Committee welcomes

comments, suggestions, criticism etc. from members because only

through dialogue will we improve services to our members.

In the marketing world it is said that the four ‘P’s represent the

fundamental building blocks of success: Product, Promotion,

Place and Price. The same can be applied to the Institute as

it applies to the action plan. Through this plan as an Institute,

we are striving to achieve the best for our members and we

hope that you will assist us along the way and we hope

that you will assist us along the way.

Chris Lycett MIAT

Chair, Promotions Committee

Promotions Committee

Product What is the IAT product? It is, of course, the platform through which asphalt knowledge can be disseminated and therefore encompasses action point 2 in particular. A complete and comprehensive review of the Institute’s website is currently under way with the end target of producing a more dynamic portal with greater facilities for you the members. Features will include:

n A membership portal through which members can actively manage their own profile (already in place)

n A search facility of all asphalt journals

n An extensive e-library of conference papers, presentations and technical events

n A consumer centre to provide general advice on asphalt and its uses

n A facility to request and manage your own CPD records electronically

n A digital library of technical books. To assist us, please send your suggestions to Russell Hunter [email protected]

n An overhaul of all branch websites

n Updated educational and technical links

Promotion Promotion of the institute and its benefits to both members and the industry alike is the key focus of action points 6,7, 11 and 12. A 6-page brochure is currently being developed to highlight the benefits of membership to both the individual and the employer. Once available, this will facilitate more focused promotion of the IAT at other organisations’ techncial events. Similarly, a focused drive will promote the IAT to employers to illustrate the networking and educational benefits to their employees and the organisation alike.

Place Place simply refers to how and where

we promote ourselves as an Institute.

To do this, we quite clearly need to

know and understand our existing

profile and more importantly establish

where the market gaps are. This has

been achieved through action point 1

and work is now in hand to specifically

address those gaps, including attracting

younger members, female members and

members of the consultancy and public

sector profession. The Institute prides

itself on being all inclusive and actively

encourgages membership from Student

grade right through to Hon Fellow.

This ensures that we as an Institute

benefit from the latest knowledge in

asphalt and asphalt technology whilst

also encompassing the more seasoned

opinion garnered with the benefit of

hindsight and experience.

Price Price must always be appropriately set to that ensure that our members perceive the fit of benefits versus price to be appropriate. Improved benefits to membership can be acheived through a more dynamic website with improved facilities including an extensive knowledge hub (action point 2), targeted seminars and education courses (action point 3) and professional recognition (action point 4).

1. Establish the profile of IAT membership in terms of age, current employer, expertise and qualifications

5. Establish more accountable participation of our members in BSI and CEN committees

3. Liaise with Education committee in relation to the development of mobile training courses for engineers and technicians in asphalt related topics

7. Council to discuss with Senior industry representatives the ways to improve the IAT profile in Industry

10. Investigate the possibility of the IAT acting as a body to provide accreditation to small companies for production/laying of asphalt

2. Develop the IAT web site to carry articles, advice, guidance, technical information etc.

6. Develop closer cooperation, involvement and event participation of our membership with like-minded organisations such as MPA, SCI, & RBA.

9. Establish an active overseas Branch

4. Ensure that IAT membership is recognised as an accredited qualification

8. Establish links with international bodies involved in asphalt related technology, e.g. EAPA, Asphalt Institute etc.

11. Promotion of membership and the IAT at Industry events

12. Establish an annual IAT prize for the best paper dealing with roads/asphalt related subject prepared by final year students from all Technical Colleges/Universities in the UK and Ireland


The Membership Committee (MC) is

responsible for vetting all prospective

members of the IAT and making

recommendations to Council on the validity

of all new applications and upgrades.

The table on the right illustrates the number

of applications approved by Council in

2013. We continue to face the challenge of

replacing those who are retiring or leaving

our industry.

Although the online system for new

members is a simple and efficient process,

we will be making further improvements

in 2014. The addition of guidance as to the

most suitable grade for applicants and help

buttons within each section will further add

to the streamlining of applications.

In addition to simplifying this process,

Council also agreed to abolish

the application / upgrade fee

from April 2014.

A further incentive was also

introduced whereby anyone

studying an asphalt related

topic at 3rd level education

will be entitled to free Student

Grade membership until the

completion of their course.

Please encourage your

colleagues to join our Institute at

www.instituteofasphalt.org/join.

Lyle Andrew MIAT

Chair, Membership Committee

Membership Committee To join the IAT: www.instituteofasphalt.org/join

New Upgraded Retired* Resigned

FIAT 1 4 3

MIAT 20 2 12 15

AMIAT 3 1 4

Tech.IAT 2 1

AIAT 7 1 6

Student 7

Retired 3

Totals 39 4 17 32

*moved to Retired grade



[email protected]

Universal HRT

For production volumes with large proportions of RAWith compact dimensions, the Universal HRT sets new standards for processing high proportions of RA. The parallel drum system is integrated into the concept, and its positioning directly above the mixer optimises material fl ow and minimises wear inside the recycling system.

For more information on compaction machines, mixing plants and pavers go to www.ammann - group.com

Universal HRT 320 / 400 t/h.

Applications Approved by Council in 2013

Membership, by Grade

New Members in 2013, by Grade




[email protected]

Universal HRT

For production volumes with large proportions of RAWith compact dimensions, the Universal HRT sets new standards for processing high proportions of RA. The parallel drum system is integrated into the concept, and its positioning directly above the mixer optimises material fl ow and minimises wear inside the recycling system.

For more information on compaction machines, mixing plants and pavers go to www.ammann - group.com

Universal HRT 320 / 400 t/h.


We’ve come a long way in our Social Media

exploits. The LinkedIn group has now grown

to almost 2500 members, and we are proud

to have 222 Twitter followers since 2013.

LinkedIn remains a lively and interesting

form of communication across the industry

and the globe; however, we will now be

looking at ways of improving the group,

using it as a positive source of increasing

our membership. It has certainly proved its

global appeal with conference attendees

from as far away as Hong Kong and

sponsors of the delegate bags from Russia

– all enquiries made through them finding

details of the conference in our LinkedIn

group.

We have enhanced our Twitter feeds by

providing automatic tweets to IAT events

and promoting the #sexyroad hashtag

at every opportunity – it gets people’s

attention!

Further to discussions at Council recently, it

was noted that the social media element of

our promotion is becoming time consuming

and was agreed that we should form a Social

Media committee. This will be headed by

Ian Lancaster, a prolific Tweeter who will

be supported by Tony Sewell, Alex Smith

and Pippa Birch. Plans for the future include

more active promotions of all branch events,

notification of asphalt news in the media

and live tweeting from conferences we are

attending. We have also started promoting

events that are not arranged by the IAT, but

will be of interest to our members, such as

Hillhead. One point to note, though, is that we

will not engage in any form of political debate.

We’re also considering a YouTube channel

for the future, but this will need some

careful thought and of course we will need

some interesting and relevant content. We

will also keep a close eye on developments

on other social media platforms such as

The Social Whirl

FM CONWAY OPERATES THE MOST ADVANCED AND ENERGY-EFFICIENT ASPHALT PLANTS IN THE UK

We produce high-quality, high performance products, and a range of high percentage recycled materials using reclaimed asphalt pavement.

Our innovative plant technology allows us to reduce embodied carbon and, through our research, we’re helping to drive material performance and lower the whole-life cost of roads.

With strategically based locations of Erith and Heathrow, our asphalt plants efficiently serve and champion recycling throughout London and the South.

CUTTING CARBON,DRIVING THERECYCLING AGENDA

To find out more about FM Conway

please call 0208 636 8822 or visit: www.fmconway.co.uk

IAT Advert.indd 1 15/04/2014 09:09:22

Instagram, Pinterest & Tumblr – and if we

see those as the way forward, then we’ll set

up accounts. Of course, the most important

thing is engagement, so get following, liking

and discussing with us on the platforms we

already use.

We will continue to enhance the service we

can provide to IAT members and the wider

industry on these Social Media sites as we

learn more and more about the possibilities

– it is a fast paced changing world and we

know we could do much more with it. But

these sites do not work without people, so

please, if you can; Link In, Tweet and/or join

our Facebook page – help us to make this

relevant to you and your needs.

If you have any opinions you would like to

share about the use of Social Media, please

do not hesitate to contact our new Social

Media Chairman, Ian Lancaster at

[email protected] / @ianlancaster65

FM CONWAY OPERATES THE MOST ADVANCED AND ENERGY-EFFICIENT ASPHALT PLANTS IN THE UK

We produce high-quality, high performance products, and a range of high percentage recycled materials using reclaimed asphalt pavement.

Our innovative plant technology allows us to reduce embodied carbon and, through our research, we’re helping to drive material performance and lower the whole-life cost of roads.

With strategically based locations of Erith and Heathrow, our asphalt plants efficiently serve and champion recycling throughout London and the South.

CUTTING CARBON,DRIVING THERECYCLING AGENDA

To find out more about FM Conway

please call 0208 636 8822 or visit: www.fmconway.co.uk

IAT Advert.indd 1 15/04/2014 09:09:22


Robin Hutchinson MIAT

William Paul McBride MIAT*

Scott McIntosh AIAT

Shane William Doyle MIAT

Brett Anthony Coupland MIAT

Mark Rapley MIAT

Darren Roddam MIAT

William Horgan MIAT

Philip Boylan MIAT

Jonathan Haycock MIAT

Chris Davis MIAT*

Graham Smith MIAT

John Walsh MIAT

Paddy Peters MIAT*

Chris Wright MIAT

Les Wrighton MIAT

David Turner MIAT

Mark De Carteret MIAT*

Oliver John Leslie Ashton AIAT

Daniel Rogers AMIAT

Carrie-Ann Snelson AIAT

James Fowler MIAT

Matthew Bishop MIAT*

Vivian McMullan MIAT

Richard Anthony Chapman AIAT

George Mark Rossiter MIAT

Luke Brooks MIAT

Martin Procter MIAT

Geraldine Walsh FIAT*

Elliot Light MIAT*

Nicholas Michael Barrett MIAT

Ian Raymond James Webb MIAT

Tony Paterson MIAT

Richard James Ellis FIAT*

Matt Ings Student

Kevin Buckley MIAT

Laura Whelan MIAT

Yin Mau Cheuk AIAT

Behrooz Saghafi MIAT

Mohammad Javed MIAT

Paul Naughton MIAT

Andrew John Rutherford MIAT

Greg Emonds MIAT

Anthony Peall Student

Stephen Crane MIAT

Cassie May AIAT

Iain Donald Mitchell AIAT

Barry Bonar AIAT

Stephen Ward MIAT

Patrick Coulson MIAT

Michelle Neale AMIAT

Steve Hunt MIAT*

Russell Eric Wakefield MIAT

David Petts Tech.IAT

Andy Read MIAT

Edward Findlay MIAT

Ruth Roper AMIAT

Sean Kenyon AIAT

Samantha Finn AIAT

Daniel Shaw MIAT

Dermott Doyle MIAT

* = upgrade

Online Membership Facilities

Early in 2014 saw the launch of the

Membership Portal, giving each member

access to:

n Update their account details, including

e-mail address and postal address.

n Update settings that define which branch

notifications you wish to receive. You can

choose them all, a selection, or simply

your own branch.

n Choose whether your publications should

be posted to work or home address, in

addition you can opt out of receiving

paper copies if you wish.

n View CPD certificates for branch events

you have attended. It is up to the branch

to confirm who has attended each event.

Once this is complete your certificates will

be available to view. This is tied into the

online booking system for branch events,

so please ensure you use this before

attending.

n Manually enter non-IAT CPD events which

you have participated in and therefore

use the membership portal to keep a

complete record of your CPD activities

throughout the year.

n Access receipts for membership renewals,

since recent records began with renewals

for 2012.

I hope you can make use of these facilities

throughout the coming year; if you require

assistance with any of these, please

contact me.

Event Booking System

In last year’s article I talked about my plans

for a membership registration system for

branch events. This is now in place and the

facility is available for all branches to use. It

has been tested by two branches and I am

sure the others will soon be using it.

Conference

By the time this is in print the Conference

will have taken place. As I write the

bookings have been very good and I hope

the event exceeded our already high

expectations. It is excellent to see the

support from the Industry especially with

two main sponsors this time around.

Plans are already in place for the 2015

National Conference, which is being

organised by the Pennines Branch. It will

be taking place at the De Vere Oulton Hall,

Leeds on 17 and 18 June.

Branches

The main thing I will be pushing over the

next 12 months is to offer support for the

less active branches. Some of them have

been harder hit due to loss in personnel

and a general lack of support. The target is

to have all branches running a number of

technical evenings on relevant topics for

members to enjoy. After all, the Institute

can only benefit as strong branches are

well supported by members.

Russell Hunter’s Report

New Members


Routes to Membership The table below shows the changes proposed for agreement

at this years AGM. If you have any comments please send

them to Russell Hunter: [email protected]

‘‘

Student The applicant will have passed four prescribed GCSE or equivalent examinations and be working within a recognised branch of Asphalt Technology or working significantly with asphalt products. The applicant will be studying for the University Diploma in Asphalt Technology, a recognised Degree or an HNC/D that is relevant to the discipline practiced.

Fellow (FIAT) The applicant must be a Member of the IAT having at least 10 years’ continuous membership of the Institute at MIAT grade, working within a recognised discipline related to the production and/or supply and/or use of asphalts or asphaltic materials and will have reached a senior position with management responsibilities within their organisation.The applicant will also satisfy one of the following:- have a suitable qualification (eg Masters Degree, NVQ level 5)- have submitted a relevant technical paper of at least 2500 words which has been accepted for publication or published in a relevant peer reviewed journal- has been recommended for the grade of Fellow following a review or interview by members of the National Council.

Honorary Fellow (Hon.FIAT) The granting of an Honorary Fellowship shall be conferred upon such persons of eminence as the Council shall, at its absolute discretion, think fit. The recipient need not already be a member of the Institute.

Member (MIAT) The applicant will be working within a recognised branch of the Asphalt Industry and have reached a supervisory position with management responsibilities within his organisation and be able to demonstrate a working knowledge of asphalt technology.In addition, the applicant will satisfy one of the following:at least five years’ experience in the Asphalt Industry supported by a CV highlighting asphalt specific activities and a University Diploma in Asphalt Technology, an HNC/D or a Degree that is relevant to his discipline in the Asphalt Industry.orat least ten years’ experience in the Asphalt Industry supported by a CV highlighting asphalt specific activities and be working at NVQ level 4 within a recognised discipline related to asphalt or asphaltic materials.orat least twenty years’ experience in the Asphalt Industry supported by a CV highlighting asphalt specific activities and be working within a recognised discipline related to asphalt or asphaltic materials.

Council may, at its absolute discretion, award Membership or

Fellowship to any senior manager deemed suitably eminent.

Associate Member (AMIAT) The applicant will be working within a recognised branch of the Asphalt Industry, have reached a position of responsibility within the applicants organisation and be able to demonstrate a working knowledge of asphalt technology. The applicant will have at least two years’ experience in the Asphalt Industry supported by a CV highlighting asphalt specific activites and University Diploma in Asphalt Technology or an HNC/D or a Degree that is relevant to his discipline within the Asphalt Industry.

Technician (Tech.IAT) The applicant will be working within a recognised branch of the Asphalt Industry at NVQ level 3, have at least two years’ experience and be employed in a position of responsibility.

Affiliate (AIAT) The applicant will be any person who is employed in a recognised branch of Asphalt Technology, the supply of plant, materials or services in support of Asphalt Technology or the Management thereof.


The AIA is an alliance of the Mineral

Products Association (MPA) and the

Refined Bitumen Association (RBA) -

the two principal bodies which represent

the suppliers of the raw materials used to

produce asphalt. It was founded in 2000 to

increase awareness of the asphalt industry,

its activities, and the uses and benefits of

asphalt.

The Alliance is acknowledged as an

authoritative voice on industry matters,

particularly regarding road maintenance,

where the results of its Annual Local

Authority Road Maintenance (ALARM)

Survey consistently attract widespread

interest from stakeholders in industry,

local government, the media, general

public, the civil service and central

government.

By drawing upon the knowledge and

resources of the MPA, the RBA and both

organisations’ members, the AIA provides

a unique insight into the issues faced

by the asphalt industry and those using

asphalt. Chaired by Alan Mackenzie, Chief

Executive of Breedon Aggregates Scotland,

the AIA operates via a Steering Group of

experts from both trade associations and is

supported by a public relations committee

which is drawn from member companies,

drives the programme and interfaces with

the commercial businesses.

There are clear signs that times are

changing for the better with respect to road

investment, and that the AIA’s sustained

campaigning about the condition of local

roads, and the challenges faced by those

responsible for maintaining them, is making

an impact. In the summer of 2013, the

government announced a most welcome

£28 billion programme of investment in the

country’s road infrastructure, which will run

from April 2015 through to March 2021. To

protect this planned increase in spending,

the Government has declared its intention

to enact legislation before the next General

Election.

The AIA continues to work very hard to

make sure the condition of roads does

improve, and better communication

throughout the supply chain, and between

suppliers, customers and decision-makers

is aiding that process.

Helping local authorities make the best

use of their budgets is a key objective for

the AIA, which in association with ADEPT

and APSE organises best practice-sharing

events for those directly responsible for

local road maintenance. In a similar vein,

the asphalt industry continues to support the

Highway Maintenance Efficiency Programme

(HMEP) by providing speakers at HMEP

events wherever possible and sharing

news regarding best practice, material

specifications and product developments.

Elsewhere, the Alliance continues to sponsor

the All Party Parliamentary Group (APPG)

on Highway Maintenance, which aims

to find a solution to the issue of funding

to enable longer term planning for local

authority highway maintenance. Towards

the end of 2013, the APPG published a

well-received report entitled Managing

a valuable asset: improving local road

condition, within which it made a number

of recommendations for what could be done

to help improve the condition of local roads.

This has been widely referenced and used

across the industry, and also by the DfT

within their Gearing up for efficient highway

delivery and funding consultation document.

The asphalt industry is committed to product

and operational innovation, particularly

with regard to laying techniques, material

performance, handling properties and

reducing environmental impact. Lowering

the temperature at which materials are

produced, transported and can be applied

offers safety and environmental benefits

which have been enthusiastically taken

up in the United States, although the

advantages of warm mix asphalts have

not yet been fully realised in the UK.

Finally, the AIA remains committed to

its focused approach to help improve the

condition of the local road network, and

welcomes the opportunity for policy and

information-sharing with other industry

bodies who would like to contribute to

those discussions.

Asphalt Industry Alliance (AIA)

www.asphaltuk.org

Alan Mackenzie

Chairman of Asphalt Industry Alliance

HIGH QUALITY ASPHALT,

MACADAM AND SPECIALIST

SURFACING PRODUCTS

Contact: Tel: 01189 323684, www.unitedasphalt.biz or e-‐mail [email protected]


This year sees a new face at the helm

of the association representing the UK’s

bitumen supply industry as Dave Foster,

UK Bitumen Business Manager for Shell

Bitumen, starts his tenure as the RBA’s

Chairman.

The RBA’s primary objectives remain

the same. In acting as a supporting,

consultative body for the bitumen industry,

the association’s broad aim is to promote

the most effective use of bituminous

materials. In doing so, it continues to

set and maintain the highest standards

in technology and HSE (health, safety and

environment), providing guidelines on these

issues to its members, as well as advice and

information to users of bitumen.

Representing the industry, the RBA works

closely with other organisations whose

members are bitumen users, in particular

the Mineral Products Association (MPA),

many members of which are asphalt

suppliers and contractors. Such collaboration

is not solely focused on the technical but

extends to advocacy for better roads,

encompassing road safety, economical

growth, environmental and sustainability

issues, all of which engage members in their

day-to-day relationships with customers.

One such advocacy takes the form of its

continued support for the Asphalt Industry

Alliance, which it co-funds and directs with

MPA colleagues, helping to raise awareness

of the benefits of asphalt to a wider

audience. Improving funding for local road

maintenance, to help road authorities plan

for longer term, more efficient maintenance

has been an important objective of the RBA.

It is one that is beginning to bear fruit as

recognition of the value of the local road

network starts to manifest itself in increased

and longer term funding from central

government.

Continuing this campaign, to ensure that the

various issues affecting the efficient delivery

of highway maintenance are addressed

from an informed position, is an integral

part of the RBA’s policy which has been

applied most recently in its engagement

with policy makers involved in the roads

reform programme.

The RBA has also continued its joint research

programme with the Highways Agency and

the MPA, which this year has evaluated

reduced temperature asphalts developed

to reduce emissions and use of energy.

The study has focused on the economic

and environmental benefits that can be

realised from these processes, with a view

to developing a specification and design

method facilitating their wider use.

This current project has involved monitoring

materials on existing sites as well as laying

a demonstration site to measure energy

used during the process. Secondary

objectives include the examination of

a range of joint repair products, techniques

and machinery especially for thin surface

course systems and a pilot trial of radio

frequency identification tags in asphalt

mixes, the success of which will enable

materials to be identified and traced many

years after being laid.

The association will continue its work to

promote best practices relating to safety,

and bitumen handling and storage. Several

new guidance notes and tool box talks, on

topics ranging from PPE to safe delivery, are

available on the website, and new bitumen

burns first aid advice has been prepared by

Eurobitume.

So the common themes of technological

advances, efficiency, and collaboration, are

the linking threads through the association’s

research and communication activities.

These also feed through into the RBA’s

increasing involvement on a wider,

European scale in which it contributes

expertise to European standards committees

and to the increasingly influential work

of the European bitumen association,

Eurobitume, and its partner associations

in other countries.

Refined Bitumen Association (RBA)

David Foster

RBA chairman

www.bitumenuk.org

“The Future’s Bright”, so said the admen

for the Orange network (now ironically

subsumed within EE). If we believe all

of the Government’s pronouncements

on infrastructure investment, then the

future looks brighter for “the black stuff”.

Naturally this will bring with it its own

challenges to be addressed.

Re-shaping the Highways Agency is essentially

now a politically “done deal”, with the

promised enabling of billions of investment

eagerly anticipated. DfT is targeting “a longer

term investment programme, which is vital

for the many companies who help plan, build

and maintain our roads who can start thinking

about the skills and equipment needed well

in advance”. We all now face the delivery

challenges – ideally with further clarity on

how much, when and where in order to

initiate appropriate investment. Will the

programme be delivered with the projected

spending profile equally across the whole

country? What impacts will demand for the

National programme have on existing (and

still under-funded) local network markets?

The industry needs to call on the experience

of those who have been through the past

cycles of boom and bust to best deliver

under challenging demands.

“Driving down the cost of improvements”

(DfT’s words) will be a key challenge.

To deliver we all have to be smarter in how

materials are procured, specified, designed,

produced and installed; ultimately “providing

road users with a better quality service”

(DfT’s words again). The industry’s offer

must therefore help build confidence in it

as a whole as responsible and competent

operators.

Responsibility is often tagged to “social”

and “corporate”, requiring us to protect our

workforce, the environment, our neighbours

and end customers in the course of our

activities while at the same time stimulating

the economic benefits of a safe and reliable

network. In ensuring this happens, those

working in our businesses also have a

real corporate responsibility to deliver

reasonable profits for their shareholders or

owners. Is the key efficiency? If operations

are efficient, then costs may be reduced and

reasonable profits optimised (subtly different

to maximised)?

Competence in relevant activities can

partly deliver efficiency; well-structured

contracts and specifications will help inform

value-engineered design and construction

decisions, for better outcomes. A competent

workforce can be safer, and workers who

feel safe are more likely to be efficient.

Alongside these is the increasingly-cited

driver of “innovation”. Given all the adverts

for the latest ‘wonder products’, innovation

is clearly happening. As a conservative sector,

adoption can be limited, or at best slow. Do

we suffer from a “not invented here” attitude

– it may be easier to be risk averse? But, if

we can consistently get the basics right, then

maybe there is more likelihood of managing

risks associated with innovation? Perhaps

investment will enable more practical

research and innovation by attracting fresh

thinkers and ideas to a potentially booming

industry?

Without further philosophising, a quick

summary of MPA activities which we believe

are helping to deliver on those challenges.

The basics – Standards and specifications,

providing to BSI and CEN feedback on their

development, as well as implementation

under the CPR via UK interpretive documents.

Research – collaboratively with HA and RBA

currently investigating reduced temperature

asphalts, joint repair technologies and RFID

tagging. Environment – looking to ensure

that materials are sourced responsibly

and maximising their safe re-use in a low

waste, circular economy. Health & Safety

– working to ensure a safety culture in

employees, supported by the travelling

public. Education and Competence – helping

deliver documentation and training (the

Newcastle Asphalt Course has now passed

its 40th consecutive year) and embedding

best practice and competency requirements.

Political - alongside the RBA as the AIA,

continuing to highlight the self-evident

effects of under-investment in highways

infrastructure – which, given the investment

commitments, may have been our biggest

success to date. Railway operators talk

about preparing for the biggest investment

since Brunel, for those in highways it might

feel like the biggest investment since the

Romans!

The challenges for all of industry are there

to help in DfT’s laudable aim of “enabling

delivery of national road infrastructure fit for

the 21st century, to support jobs and growth

up and down the country”. MPA is involved

across those arenas which will deliver the

drivers, demands, specifications, practicable

guidance and knowledge and competence

to ensure better delivery. The IAT and its

members also have much to contribute here.

I look forward to continuing the ongoing

relationships with the IAT in these times of

new challenges. Maybe the future is actually

black – and sticky.


Mineral Products Association (MPA)

www.mineralproducts.org

Malcolm Simms

Director, MPA Asphalt


n Founded in 1973

n EAPA members are National associations

n It has also 22 Associate members such

as producers of asphalt plants and

equipment and producers of asphalt -

and bitumen additives

The European Asphalt Pavement Association

(EAPA) is the European industry association

which represents the manufacturers of

bituminous mixtures and companies

engaged in asphalt road construction

and maintenance.

Its members are the National Associations

of the following countries: Czech Republic,

Denmark, Estonia, Finland, France, Germany,

Hungary, Ireland, Norway, Poland, Slovenia,

Spain, Sweden, Turkey and United Kingdom.

Next to the National association members

EAPA also has 22 Associate members such

as producers of asphalt- and bitumen-

additives and producers of asphalt plants and

equipment. EAPA was founded in 1973 and

it is a non-profit association that is based in

Brussels in Belgium. The mission of EAPA is

to promote the good use of asphalt in the

creation and maintenance of a sustainable

European road network.

About three times a year EAPA publishes

its EAPA Newsletter, which gives an overview

of its activities.

EAPA is founding member of the Global

Asphalt Pavement Alliance (GAPA). This is

a global network of regional and national

trade associations whose activities are

related to the production and laying of

asphalt for pavements.

The GAPA was created because the asphalt

associations around the world are all facing

similar challenges; some of them being

global challenges. These (global) challenges

require a strategic and fundamental

cooperation of its industry associations

and representatives, because they can

learn from each other, they can work

together and join forces.

For achieving its goals EAPA is also working

together with Europe’s like-minded

organisations like Eurobitume, the European

bitumen association, the European Road

Federation (ERF), the European Aggregates

Association (UEPG) and the European

Construction Forum (ECF).

Every four years EAPA and Eurobitume

organise the Eurasphalt & Eurobitume

Congress.

The 6th Eurasphalt & Eurobitume Congress

will be held on 1 – 3 June 2016 in Prague,

Czech Republic. More information is

available at the congress website:

www.eecongress2016.org.

For further information about the

EAPA and its activities please visit

their website www.eapa.org

European Asphalt Pavement Association (EAPA)

Egbert Beuving

Secretary General

The objectives of EAPA are representing its

members in the institutions of the EU, being a

reliable partner for the European Commission

and the European Parliament, participating

in European standardisation activities,

promoting the effective and sustainable use

of asphalt, stimulating innovative measures

to improve the HS&E conditions, stimulating

new developments as well as collecting,

exchanging and promoting knowledge as

well as best practices.

Position papers on various subjects can be

downloaded from the EAPA website. One

of these position papers is “The use of Warm

Mix Asphalt” where various techniques for

producing Warm Mix Asphalt are described

as well as its benefits.

Within EAPA several committees and

groups are active. These are the Technical

Committee, the Health and Safety

Committee, the Environment Group, the

Asphalt Plant & Equipment Manufacturers

Group and the Directors’ Group, which is an

advisory group that gives recommendations

to the EAPA Executive Committee and the

EAPA secretariat.

The 6th Eurasphalt & Eurobitume Congress will be held on 1 – 3 June 2016 in Prague, Czech Republic.

EAPA is active in the European

standardisation work (CEN), especial in CEN

TC227 WG1 “Bituminous mixtures” and in

CEN TC336 “Bituminous binders”. EAPA is

also participating in several European

research projects.

Every year EAPA is publishing the key figures

of the European asphalt industry in its

“Asphalt in Figures”. This gives an overview

of the asphalt production in the European

countries as well as the types of mixtures

produced, the amount of reclaimed asphalt

that is reused, the bitumen consumption,

the amount of companies involved in asphalt

production and asphalt paving, etc. www.eapa.org


The Road Surface Treatments Association

(RSTA) is the UK’s leading trade body

and focal point for the road surface

maintenance industry. The RSTA aims to

raise awareness of the range and benefits

of road surfacing treatments and promote

work force competence, safe working

and sustainability practices. It champions

industry professionalism, innovation and

best practice. By achieving these aims,

RSTA aims to develop the road surfacing

industry as a whole.

The RSTA was formed in 2008 following

the merger of the Road Surface Dressing

Association (RSDA) with the High Friction

Surfacing Association (HFSA) and the

Slurry Surfacing Contractors’ Association

(SSCA). Since its formation, the Associations

membership has expanded significantly

leading to the formation of two other

Sectors. The Specialist Treatments Sector now

includes companies providing; Innovative

Patch Repair Services and Products, Asphalt

Preservation, In-situ Recycling, Re-Texturing,

Crack & Joint Repair Systems and Grouted

Macadams. The latest Sector to become

established in 2011 covers Geosynthetics &

Steel Meshes. The RSTA is governed by a 20

strong Management Executive Board which

determines strategy and policy in response

to industry level issues whilst each Sector has

its own Committee which deals with more

technical and commercial matters.

The RSTA now has 84 member organisations

ranging from large multinationals to

regional SME’s and local authorities.

Membership is increasing year on year and

is up from 59 five years ago. RSTA members

cover the whole supply chain from Councils

and contractors to upstream suppliers of

plant and materials (bitumen products and

aggregates). Consultants and Test Houses

are also represented. Collectively RSTA

members help to maintain approximately

100 million m2 of UK roads per annum.

The surface treatments market has seen

slow but steady growth over recent years

and 2014 is looking like this growth will

continue apace.

To become a member of RSTA requires

organisations to meet certain criteria. For

example, contractors need to become

registered with National Highway Sector

Scheme 13 or obtain BBA/HAPAS Product

Certification and/or become an approved

installer as appropriate. RSTA is recognised

by the National Highway Sector Scheme

as the only route through which members’

operatives and supervisors can obtain

endorsed CSCS cards as demanded by

Sector Scheme 13. Contractors who provide

‘products’ regulated by a harmonised

standard (hEN) must also have a CE mark

for these products, in particular this affects

Surface Dressing and Slurry Surfacings.

The RSTA is committed to raising standards

within the workplace and each year runs

a series of training courses for operatives,

supervisors and management. Recognising

the need to encourage professional

development within the industry, the RSTA

has been working alongside the IAT and

University of Derby to develop and launch

a new one year Diploma in Road Surface

Technology. Anyone interested in this should

contact either Tony Stock at Derby or the

new RSTA Wolverhampton office.

RSTA is involved with Standardisation

matters pertaining to Road Surface

Treatments with a seat on TC227 WG2

(Surface Dressings, Slurry Surfacings etc),

TG1 (Surface Dressing) and TG2 (Slurry

Surfacings) and BSI committees B/510,

B/510/2 and B/510/19 dealing with Road

materials. RSTA chairs Sector Scheme 13 for

Road Surface Treatments and also provides

the Secretariat for Sector Scheme 23 for

Small Scale Pavement Repairs. In 2012 RSTA

gained a seat on HiTAC (Highway Technical

Advisory Committee) which regulates

the HAPAS Product Certification Schemes.

In 2011-12 RSTA was a member of the

Highway Maintenance Efficiency Programme

(HMEP) Pothole Review Management

Board overseeing the development of

new published guidance, ‘Prevention and

a Better Cure’. Aimed at local authorities,

this was launched in April 2012 to provide

best practice guidance on how to minimise

pothole formation by sealing the road

surface and to raise standards with respect

to pothole repairs.

Each year RSTA members hold technical

liaison meetings with the major client

bodies including the Highways Agency,

ADEPT, Transport Scotland and DRNDI. The

RSTA/ADEPT discussions have proven to

be particularly fruitful resulting in 10 new

Industry Codes of Practice being published

since 2010, all of which are freely available

on the RSTA website, www.rsta-uk.org/

publications.htm

Strengthening relationships with key

stakeholder groups is an important area

for the RSTA as we look to share best

practice and help everyone involved with

maintaining the highway to identify cost

savings and obtain better value for money

during these difficult times. A key objective

is to provide guidance to help asset

managers devise maintenance strategies

to extend the life of existing roads before

major intervention becomes necessary

thereby helping the public purse to stretch

even further.

For further information about the RSTA

and our range of activities please visit

the website, www.rsta-uk.org

Roads Surface Treatment Association (RSTA)

Howard Robinson

Chief Executive

www.rsta-uk.org


CONNOR CONSTRUCTIONThe South West’s leading Paver and Labour Hire Companyproud to be supporting our local community

Frome Town Youth Under 13

Girl’s Football Team

We have consistently delivered an outstanding service to the asphalt

industry across the UK since 2008. We do this through sourcing

the latest equipment and technology, and employing dedicated and

experienced staff provided with comprehensive training, alongside

our zero tolerance of poor site practices that affect the health and

safety of our people. We are also extremely proud to make a positive

difference to our local community.

We are committed to providing the right equipment and people.

Whatever you need.

Wherever you need.

Whenever you need.

For further details, please contact us on

01373 836182 or [email protected]

Mastic Asphalt Council (MAC) is the trade

association for the UK mastic asphalt

industry. It represents more than 90

companies – including mastic asphalt

manufacturers, the contractors responsible

for its installation, and associated suppliers

of equipment and services.

Top quality products, design and

workmanship are fundamental to MAC

and membership is only open to those

manufacturers and contractors that

can satisfy the most stringent quality

requirements. With such strict membership

requirements, MAC can justifiably claim that

it represents the UK’s top 70 mastic asphalt

contractors and many of the industry’s

leading manufacturers.

To ensure the highest standards are

maintained, prospective members must

supply suitable references from satisfied

customers and allow site inspections prior

to being accepted. Proof of financial viability

is also required before admittance and

every application must be supported by a

three-year trading record backed by audited

accounts. Despite these strict requirements,

MAC membership has continued to rise

over the last 12 months.

hilarious anecdotes and stories from his time

as a Sky Sports presenter and Countdown host.

As well as past successes, the event also

looks to the future of both MAC and the

industry as a whole. The 2011 MAC Awards

ceremony saw the introduction of Mastic

Asphalt Terrazzo – a product which is fast

becoming the first choice for flooring

projects all over the UK. Decorative, hard

wearing and available in a variety of finishes

– this innovative flooring system takes

mastic asphalt to new levels and is a key

part of the expansion of the existing

flooring and paving market.

Designers, architects and contractors

have all been turning to Terrazzo for its

combination of a stunning polished stone

aesthetic and the proven performance of

mastic asphalt. With Terrazzo being installed

at commercial and residential projects across

the UK – MAC has now added the system to

its Level 3 Craft Training Course at Hackney

Community College.

As the next generation of contractors will

play a huge role in the on-going success of

mastic asphalt, MAC encourages high craft

skill levels backed by CITB-approved training

schemes. With every installer trained and

awarded an NVQ level 2 or level 3 in the

craft, MAC ensures anyone looking for an

asphalt roof can be sure that it will only be

applied by reputable and skilled craftsman –

protecting the reputation of the industry

for years to come.

For more information about MAC and our

range of activities, please visit our website

at www.masticasphaltcouncil.co.uk

Mastic Asphalt Council (MAC)The reward of membership includes

training for operatives and staff and the

continuous support of an organisation

which is committed to the highest levels

of service for both members and their

customers. Members have unrivalled access

to the latest health and safety information,

insurance-backed guarantees, contractual

and legal support and representation

across Europe.

MAC provides a technical information service

to architects, surveyors and specifiers, on

the design of all types of mastic asphalt

installation. By setting codes of good

practice and promoting measures governing

the safety of operatives, MAC regulates

quality and workmanship standards of

mastic asphalt installation.

The previous European Mastic Asphalt

Association which MAC was an active

member has expanded to become the

International Mastic Asphalt Association,

with the inclusion of Russia and China.

The group’s next meeting being held

in St. Petersburg, Russia on 4th and

5th September.

As the next generation of contractors will play a huge role in the on-going success of mastic asphalt, MAC encourages high craft skill levels backed by CITB-approved training schemes

In the UK, MAC members gather each year

to celebrate the successes of the industry at

a star-studded awards ceremony. Following

on from the highly successful 2013 event,

the 2014 meeting was held at the prestigious

Royal Horseguards Hotel in London on

Friday 6th June. Guest host Jeff Stelling

kept members and guests entertained with www.masticasphaltcouncil.co.uk.

Ian Deacon

Chairman

CONNOR CONSTRUCTIONThe South West’s leading Paver and Labour Hire Companyproud to be supporting our local community

Frome Town Youth Under 13

Girl’s Football Team

We have consistently delivered an outstanding service to the asphalt

industry across the UK since 2008. We do this through sourcing

the latest equipment and technology, and employing dedicated and

experienced staff provided with comprehensive training, alongside

our zero tolerance of poor site practices that affect the health and

safety of our people. We are also extremely proud to make a positive

difference to our local community.

We are committed to providing the right equipment and people.

Whatever you need.

Wherever you need.

Whenever you need.

For further details, please contact us on

01373 836182 or [email protected]

The Institute of Asphalt Technology ANNUAL PRIZE FOR BEST TECHNICAL PAPER

THE AKEROYD AWARD

It is with great pleasure that Council promote the Akeroyd Award for the best technical paper submitted during the year leading up to the publication of the Yearbook.

This award was originally setup as the Argent Award, so called after Charles Argent, one of the founding

members of the Institute in 1966, but in the late 1990’s the award ceased. It was reintroduced and renamed as

the Akeroyd Award after past President Maurice Akeroyd, who worked for Mobil Bitumen. Maurice was one of

the prime movers in the Institute for getting speakers to our National Conference and papers for the Yearbooks.

He was a strong supporter of education in the Institute, wrote many papers himself and always had a question

or two at a conference. When the award was reintroduced the Council felt that it was a fitting tribute to rename

the award after Maurice.

We outline the procedure below:

Eligible papers All technical papers published in the Asphalt Yearbook or Asphalt Professional during the previous calendar year. The exception will be the winning paper for the previous year, should it have been reprinted in the Asphalt Yearbook.

Electorate All current members of the Institute of Asphalt Technology Council or Senate are eligible to vote.

Procedure A list of the eligible papers, together with electronic copies of the papers and the rules of voting, is sent to everybody eligible to vote during the following January.

Each elector who wishes to take part in the voting returns their votes by the end of March.

Review Electors will review the papers in terms of the contribution to extending knowledge, the extent to which the aim of the paper has been met, the logic of the approach taken, an appreciation of any related research and the clarity of the literary style.

Each elector will award three points for the favourite paper, two points for the second favourite paper and one point for the third favourite paper.

Winning paper The winning paper will be the one with the most cumulative points. If there is a tie then the outcome will be decided by a panel consisting of the President, the Chairman of the Technical Committee and the Editor of Asphalt Professional.

The winning lead author receives a framed certificate and vouchers for £250; other authors for the same paper will receive a framed certificate.

The winning paper will be reprinted in the following year’s Asphalt Yearbook if it was originally published in Asphalt Professional.

This year’s contest was closely contested - the outcome was only decided on the last few votes.

We extend our congratulations to Alan Kavanagh, Gearoid Lohan and Dennis Ryan, who pipped everyone else to the post with their paper on warm mix asphalt in Dublin.

The paper is reprinted in full on the following pages.


Introduction

Depending on the mix type and bitumen

that is used, traditional hot mix asphalt

(HMA) is produced at temperatures typically

ranging from 140 to 180°C. At these high

temperatures, the bitumen becomes less

viscous (i.e. more fluid), allowing full

aggregate coating to be obtained during

the mixing process and good workability

during laying and compaction. The main

goal of “warm mix asphalt” (WMA) or

“low-temperature asphalt” technologies

is to reduce these temperatures without

sacrificing the performance of the end

product. The main benefits of WMA

technologies are reduced fuel use and a

consequent reduction in carbon emissions

at the mixing plant and reduced fumes

for the paving crew.

There are many different methods

being used throughout the world for the

production of WMA. For the site trials

described in this paper, the warm-mix

asphalt was produced using bitumen that

was modified by a chemical additive named

CWM®. CWM is manufactured by an Irish

company named Chemoran Ltd, and works

by reducing the surface tension and viscosity

of the bitumen, thus facilitating lower

mixing and compaction temperatures.

The main goal of “warm mix asphalt” (WMA) or “low temperature asphalt” technologies is to reduce [these] temperatures without sacrificing the performance of the end product

Preliminary Site Trial

In the early hours of September 26th 2012,

warm mix asphalt was laid for the first time

on the streets of Dublin City. As part of a

maintenance overlay contract for Dublin

City Council (DCC), SIAC Bituminous Products

Ltd. were laying binder and surface course

asphalt pavement layers on sections of

streets in the Rathgar – Rathmines area.

Work was being carried out during the night

shift to minimise traffic disruption. On the

night in question, the asphalt mix being

used was SMA 10 surf PMB 65/105-60 des.

In order to familiarise the plant operator

and paving crew with the new warm mix

material, one load of warm mix asphalt

was manufactured and laid as a preliminary

site trial. The warm mix load was made at

temperatures of about 30°C lower than the

hot mix by dosing the bitumen with 0.4%

by mass of CWM. On site, mat temperatures

of both the hot and warm mix asphalt were

recorded and photos were also taken using

a thermal imaging camera.

Warm Mix Asphalt reaches Dublin’s Fair City By A Kavanagh1, G Lohan2 and D Ryan3 1. Technical Manager, Atlantic Bitumen Ltd, [email protected]. General Manager, Atlantic Bitumen Ltd, [email protected]. General Manager, SIAC Bituminous Products Ltd, [email protected]

AbstractFor sustainability and environmental reasons, interest in the use of warm mix asphalt is increasing

throughout Europe. Lower mixing temperatures result in reduced energy use at the mixing plant and

reduced carbon emissions. However, in order for customers to accept its suitability as a direct replacement

for conventional hot mix asphalt, it must be shown to provide at least the equivalent performance levels.

Over the past three years, Atlantic Bitumen has been conducting laboratory studies to compare the

performance of warm mix asphalt versus hot mix asphalt. As these studies showed, the warm mix asphalts

achieved the required performance levels in the laboratory so that the next step of the evaluation process

was to perform on-site trials. For the two site trials described in this paper, the warm mix SMA 10 surface

course asphalt was manufactured using a PMB bitumen at a temperature 35 °C lower than that used for the

hot mix SMA 10. The PMB bitumen was modified using a chemical additive called CWM® that reduces the

surface tension and viscosity of the bitumen, thus facilitating lower mixing and compaction temperatures.

The results of the site trials are presented in this paper.

Keywords: Warm mix asphalt, site trial, temperature, carbon emissions, performance

A Kavanagh

G Lohan

Denis Ryan

WINNER OF THE AKEROYD AWARD, TECHNICAL PAPER OF THE YEAR 2014/15


While it took a couple of batches for

the plant operator to bring the mixing

temperature down to the target of 30°C

less than that of the hot mix, once the lower

temperature was achieved it was easily

maintained. Onsite, the laying crew reported

that the material behaved in the same way

as conventional hot mix. Images from the

thermal imaging camera showed that the

mix temperatures were consistent at about

30°C lower than the hot mix, as can be

seen from Figures 1 and 2 above.

Site Trial in North Wall Quay, Dublin City

Having gained experience from mixing and

laying one load of warm mix asphalt for the

preliminary site trial, SIAC were happy for

the second site trial to be larger in scale. In

October, SIAC were performing an overlay

contract on a section of the North Wall Quay,

on the banks of the River Liffey, in Dublin

City. This contract was identified by SIAC

as an opportunity to conduct a more large

scale site trial. Having received approval

from DCC to lay part of the surface course

using warm mix asphalt, the trial took place

on the 15th and 16th of October 2012.

On site, the laying crew reported that the material behaved in the same way as conventional hot mix

Once again, the asphalt mix being used

was SMA 10 surf PMB 65/105-60 des. In

order to carry out a direct comparison with

the performance of hot mix asphalt, part

of the surface course was also paved using

conventional hot mix SMA 10. The target

mixing temperature for the hot mix

SMA was 175°C and the target mixing

temperature for the warm mix SMA was

140°C. Mix temperatures, smoke emissions,

air voids content, surface texture and

stiffness modulus of both the warm

and hot mix SMA 10 were recorded

for comparison purporses.

Mix Temperatures

The recorded delivery temperatures

for both the warm and hot mix SMA are

shown in Table 1 opposite. The recorded

mix temperatures behind the screed

of the paver are also shown. As can be

seen, the average warm mix delivery

temperature is 33°C lower than the hot

mix delivery temperature, while the

average temperature of the warm mix

asphalt mat behind the screed of the

paver is 25°C lower.

VOC emissions

Despite the reduction in mixing and delivery

temperatures, the warm mix material

looked and behaved in the same way the

hot mix material, during and after the laying

process. However, thanks to reduced mixing

temperatures, there was visibly less smoke

coming from the warm mix material, as can

be seen from Figures 5 and 6, respectively.

Figure 1 Hot mix asphalt mat temperature of about 141°C

Figure 2 Warm mix asphalt mat temperature of about 112°C


Figure 3 Mat temperatures of hot mix SMA 10

Figure 4 Mat temperatures of warm mix SMA 10

Table 1 Recorded Mix temperatures

Figure 5 Smoke from hot mix SMA 10

thanks to reduced mixing temperatures, there was visibly less smoke coming from the warm mix material


In order to quantifiably demonstrate how

much the smoke and fumes were reduced

by, volatile organic compound or “VOC”

emissions were recorded during laying of

both the hot- and warm mix sections by the

Air Quality Technology Centre of the National

University of Galway. The measurements

were made using probes that were attached

to the screed of the paver and to two of the

paving crew members. VOCs are organic

chemicals that have a low boiling point at

ambient temperature conditions. This causes

large numbers of molecules to evaporate

and enter the surrounding air. Some VOCs

can be dangerous to human health or cause

harm to the environment [2]. During this

site trial, all of the recorded VOC emission

levels, for both the warm and hot mix

SMA 10, were far below the allowable

occupational exposure limits. In addition,

as can been seen from Table 2, the total

VOC emissions from the warm mix were

1/5th (21%) of the level of emissions

from the hot mix material.

Surface Texture

As can be seen from Figure 7, the surface

texture of the warm mix SMA 10 looked

very similar to that of the conventional hot

mix SMA 10.

Air voids content

Despite the reduction in mixing and delivery

temperatures, the warm mix SMA material

was as workable and easy to compact as the

hot mix SMA material. In order to compare

the compaction levels achieved, cores were

taken from both sections. The air voids

contents of these cores were determined

and are presented in Table 4.

the total VOC emissions from the warm mix were 1/5th (21%) of the level of emissions from the hot mix material

As can be seen from the above results, the

compactibility of both materials was the

same, as the repeatability of the test is

17 kg/m³. (The same compaction regime

was used for both materials).

Figure 6 No smoke from warm mix SMA 10

Table 2 Recorded VOC emissions

Table 4 Recorded air voids contents

Figure 7 Surface texture of both warm and hot

mix SMA 10

Warm Mix SMA 10

Hot Mix SMA 10

For comparison, the surface textures of both

materials were measured using the volumetric

sand patch test, at three randomly spaced

locations. The results are presented in Table 3

and confirm that the surface texture of both

materials is the same at just over 1.5mm.


Table 3 Surface Texture Results

Table 5 Stiffness Modulus Results

Conclusion

The main purpose for the development

of warm-mix asphalts is to reduce fuel use

at the mixing plant and to, consequently,

reduce carbon emissions. This trial has

shown that carbon emissions can be reduced

while, at the same time, maintaining the

performance of the end product, namely the

SMA 10 surface course for two of Dublin’s

busiest city streets. Another side effect

to reduced fuel use is a reduction in VOC

emission, both at the asphalt mixing plant

and for the laying crew.

Further work will continue to investigate

the performance of warm-mix asphalt. A

study to investigate the effect of the above

mentioned reduction in oxidative age

hardening of the bitumen is

currently underway in the

Atlantic Bitumen Asphalt

Laboratory. The study will

examine if reduced age

hardening will contribute

to a longer fatigue life for

a variety of warm-mix

asphalts.

The main purpose for the development of warm mix asphalts is to reduce fuel use at the mixing plant and to consequently, reduce carbon emissions

Stiffness Modulus

Cores of both materials were also brought to

the laboratory for stiffness modulus testing.

The results are presented in Table 5. The

stiffness modulus of the warm mix SMA 10

is marginally higher than that of the hot

mix SMA. Other studies have found that,

due to reduced oxidative age hardening of

the binder, the stiffness modulus of warm

mixes is normally lower than their hot mix

counterparts [3]. That is not the case here,

as the stiffness of SMA type mixes is more

due to the aggregate skeleton than the

binder used. The same comment would also

apply to the rut-resistance of NRA Clause

942 SMA type mixes, as was found in our

earlier laboratory study [1].

Fuel use at the hot mix plant During mixing of the warm mix SMA at the

asphalt plant, fuel use was monitored and

was found to be about 20 % lower compared

to that for the hot mix SMA.

Acknowledgements

The authors would like to thank Ksawery

Hession, Senior Executive Engineer of the

Road Maintenance section and Padraig

McNulty, Senior Resident Engineer of the

Road Construction section of Dublin City

Council for their support in conduction these

two site trials.

References

[1] Volcanic Organic Compounds (VOCs),

www.environ.ie/ (22/01/2013)

[2] Talking Asphalt: What about warm

mix? Walker, D, Asphalt Magazine,

Asphalt Institute, USA, May 2011.

[3] Kavanagh, A, K Usacovs, MJ Brennan

and J Sheahan. A Study of the

Performance of Warm Mix Asphalt

Manufactured using a Chemical

Additive. Proceedings Eurobitume,

2012, Istanbul.


Originally designed for 20 years, many of

these pavements have provided very good

service, but with time and increasing traffic

volumes, reflection cracking has presented

a maintenance problem. This paper reviews

the use of a sustainable technique known

as crack, seat and overlay (CSO), including

recent developments aimed at simplifying

the design process and incorporating the

use of EME2 in the asphalt overlay (TSIA No

44, 2013). The approach retains much of the

concrete in-situ strength and, as it removes

the need for wholesale reconstruction,

is sustainable and quick to carry out.

2. Cracking in flexible composite pavements

The structural strength (as measured

by deflection) is normally high, however

the principal problem that occurs with

flexible composite pavements is transverse

reflection cracking. Although providing good

support to the asphalt overlay, the lower

CBM (known today as hydraulically bound

material) cracks due to thermal stresses

and these discontinuities induce transverse

1. Introduction

It is estimated that during the 1970s and 1980s around 20% of the Scottish trunk road network was

constructed with flexible composite pavements. For instance, current records indicate that approximately

50% of the existing A9 comprises this type of construction. The design of these pavements was based on

Road Note 29 (Road Research Laboratory, 1970), which was based on the observations of road experiments

containing a lower layer of cement bound material (CBM) and an upper layer of asphalt. Figure 1 shows the

upper bound construction of a typical pavement.

The Crack, Seat and Overlay Method incorporating EME2

reflective cracking in the asphalt surfacing

(Figure 2). Initially, the surface crack widths

are barely visible to the naked eye and

are not considered to affect serviceability.

However, with time the cracks propagate

from the surface to the full depth of the

asphalt layer, and subsequent ingress

of water can cause the surfacing to ravel

back from the crack impairing ride quality

and allowing ingress of water into the

sub-base. Without timely maintenance,

further deterioration caused by

environmental effects and trafficking

can cause localised failures.

In the 1970s and 1980s cracking was not controlled and uncontrolled shrinkage cracking occurred owing to the loss of water due to evaporation and chemical processes.

Michael J. [email protected]

Figure 2 Reflection cracking

≈ 120mm

≈ 200mm

3. Maintenance of flexible composite pavements

The main options available to treat

transverse cracking, including advantages

and disadvantages, are given in Table 3

4. Crack Seat and Overlay methodRecognising the potential benefits of the

CSO method above, Transport Scotland

commissioned TRL in 2006 to trial the

method with a view to using the technique

on the trunk road network.

4.1 CSO Technique

If a new flexible composite pavement is

constructed today, then transverse cracks

are typically induced at 3 m intervals in

the fresh cement or HBM base. However,

In the 1970s and 1980s cracking was not

controlled and uncontrolled shrinkage

cracking occurred owing to the loss of water

due to evaporation and chemical processes.

The amount and location of cracking varied

and was strongly influenced by the strength

of the mix; typically crack spacing occurred at

greater than 6 m intervals transversely and

the individual cracks were wide in nature.

The objective of the crack and seat technique

is to induce (or retrofit) fine transverse cracks

into the existing cement-bound base, before

overlaying with new asphalt. This encourages

seasonal thermal movement to occur at both

the existing and induced cracks. The theory

is that subsequent thermal movements will

occur at the original and closer spaced cracks

and will be much smaller, thus minimising

the occurrence of transverse reflection cracks

in the asphalt.

Figure 1 Flexible composite construction


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Table 3 Summary of main reflection cracking treatments

Method Advantages Disadvantages

Asphalt overlayA proven way of strengthening

pavements.

Headroom under structures and the

height tolerance of safety barriers

may be insufficient. Prone to reflective

cracking if the total asphalt thickness is

less than around 180mm. Thick overlays

have poor environmental credentials.

Overlay with stress-absorbing membrane

interlayer (SAMI)

Provides a waterproofing interlayer.

Retards crack incidence and growth.

Performance of different types can vary

significantly. Targeted treatments can

lead to cracking over the edges of the

treatment.

Overlay with grid reinforcement Can be applied with minimal planing and

retains pavement strength.

Performance can be variable. The

treatment can be expensive, especially

when proprietary modified asphalts

and bond coats are specified to be used

with the grids. Intolerant to substandard

workmanship. Can present problems

with recycling asphalt.

Trenching

Effective in dealing with wide discrete

cracks. Most of the pavement remains

intact.

Expensive if multiple cracks are treated.

The TM configuration is disruptive

(across the carriageway). Can lead to

two parallel reflective cracks in the

new overlay, exacerbating the original

problem.

Pavement ReconstructionNo reflection cracking. Problems in the

foundation can be corrected.

Expensive, disruptive and uses

unsustainable amounts of new

materials.

RubblisationReflective cracking does not reoccur.

Minimal removal of material from site.

The strength of the original concrete

layers is lost, often necessitating thick

overlays. Limited UK data exists on

durability. Headroom under structures

and the height tolerance of safety

barriers may be insufficient. Thick

overlays have poor environmental

credentials. This treatment is only

applicable to concrete already in a

very poor weakened condition and an

approved design approach is not yet

available in the UK.

Crack, seat and overlay (CSO)

Retains much of the intact strength if

correctly cracked and seated. Minimal

removal of material from site.

Can be complicated to design. Cracking

and seating of the concrete layer needs

good quality control to avoid over

cracking or under-cracking.


The technique, first developed in the USA,

requires the CBM to be exposed by planing

off the asphalt. Transverse cracks are then

induced (between the existing cracks) in

the CBM slab using specialist equipment

comprising a five tonne guillotine (Figure

4.1). Trials are undertaken to establish a

suitable drop-height and spacing. The force

required by the guillotine to fracture the

HBM with a neat single crack depends upon

many factors including the CBM strength and

thickness, as well as the underlying support.

The drop height needs to be controlled and

continually reviewed to ensure that the

pavement is not being over cracked

or under-cracked.

After cracking, sample cores are taken

and inspected (Figure 4.2). It is extremely

important that the cracks created are fine,

transverse and vertical to maintain good

load transfer between HBM sections. After

the cracking treatment, the CBM surface is

rolled with a minimum of six passes of a

20 tonne Pneumatic Tyred Roller (PTR). This

seating operation is carried out to assist the

full-depth propagation of induced cracks and

to minimise the rocking of concrete at the

location of any voids that may be present

under the CBM prior to overlaying with

a minimum of 150mm of asphalt.

4.2 CSO trials

The first Scottish trial was undertaken on

a section of the A9 at Drumochter Pass in

September 2006. The original maintenance

scheme was to replace the flexible

composite with full depth reconstruction

in asphalt. In adopting the CSO option, a

revised costing exercise meant that the

original scheme length could be doubled

for the same level of funding. In addition

to cost savings, an estimated 20% to 30%

reduction in CO2 emissions was calculated.

The contract duration was also reduced by

one third.

Since the first trial in 2006, a further eleven

CSO schemes have been completed on the

Scottish trunk road network: seven on the

A9 between Stirling and Inverness, three

on the A75 near Dumfries and one on the

A90 south of Aberdeen.

4. Simplified design method incorporating EME2

One of the drawbacks to the crack and

seat approach is that the design process

can be onerous, requiring considerable

time and effort that may only result in

minor alterations to the asphalt overlay

thicknesses. At present, there are two main

requirements in designing overlays for

cracked and seated concrete pavements: to

inhibit reflection cracking and to ensure the

treated pavement can carry the anticipated

future traffic loading. As such, one of the

key stages of the CSO design process is to

determine the minimum effective threshold

stiffness (Eth) that needs to be achieved

by the cracked and seated CBM in order to

achieve the required design life. Constantly

changing variables such as overlay

thickness, CBM thickness and foundation

stiffness can result in numerous and time-

consuming runs of an analysis program.

Following a review of the existing CSO

design method described in Chapter 4 of

HD26/06 (DMRB 7.2.3), analysis of data

Figure. 4.1 Use of guillotine

Figure 4.2 Horizontal crack in core

from various CSO schemes, and industry

workshops with designers, it was agreed

that certain steps could be taken to simplify

the design process. The sections below

describe the stages of work that led to

Transport Scotland’s Interim Amendment

No 44 (TSIA, 2013).

5. Standardisation of overlay thickness with EME2

It was agreed to standardise the asphalt

overlay thickness to 150 mm and 170

mm, comprising EME2 binder course

and surfacing course. The two overlay

thicknesses were chosen to reflect current

practice and varying traffic levels on the

Scottish network. The decision to choose

EME2 was made because of the material’s

superior properties, including good

resistance to cracking and, by virtue of its

high binder content, is virtually waterproof

when well compacted.

5.2 Foundation assessment

The second major change was to use

Falling Weight Deflectometer (FWD) results

obtained from the initial site investigation

to characterise the foundation stiffness

for design purposes (i.e. post-cracking

conditions). A review of differences in

pre- and post-cracking stiffness from a

range of schemes revealed that the CBM

retained much of its in-situ strength through

aggregate interlock, and only small changes

in the response of the foundation were

detected. It was concluded from the analysis

that pre-cracking measures of foundation

stiffness could be used for design purposes.

5.3 Design matrices

In developing design matrices to assist

the design process, a variety of design

parameters were selected to encompass

the range of expected conditions in

Scotland. Design traffic was broken into

five groups ranging from less than 10

million standard axles (msa) up to 80 msa.

Foundation categories (stiffnesses) were

divided into three groups: Good, Average

and Poor. Similarly CBM thicknesses were

divided into three groups and the two

standardised overlay thicknesses utilising

EME2 were selected.


The design parameters used for evaluating

the threshold stiffness (Eth) are summarised

in Table 5.1.

Threshold stiffnesses (Eth) were calculated

using the worst case scenarios for each

cell in the matrices (lowest foundation

stiffness, lowest CBM thickness and highest

cumulative traffic) to provide a factor of

safety. Figure 5.1 is an extract from TSIA No

44 and shows the threshold stiffnesses for a

cracked CBM for a range of design situations.

The design matrices are aligned with the

HA’s current C50 design to HD 26/06 (HA et

al., 2006), which is based on TRL Report 615

(Nunn, 2004). As such, it is based on a single

failure criterion (fatigue) that limits the flexural

stress or strain at the bottom of the asphalt

overlay. The critical stress or strain is calculated

as the value induced by a standard wheel load

(40kN over a circular patch of 0.151m radius)

and calculated using a linear elastic, multi-layer

pavement model (BISAR, 1998).

5.4 Validation

The construction of a CSO scheme

incorporates a design validation stage

where FWD testing and back-analysis is

used on site to identify locations where the

cracked CBM does not meet the threshold

stiffness. Any such areas are then inspected

and normally excavated and replaced with

a full depth asphalt construction.

6. Summary

Trials of the sustainable maintenance

technique known as crack, seat and overlay

(CSO) have demonstrated that the method

is quick, cost-effective and reduces CO2

emissions by around 20% to 30% when

compared to conventional processes.

Twelve CSO schemes have been successfully

completed on the Scottish trunk road

network since 2006. The introduction of the

new simplified design method and notes

for guidance (TSIA No 44, 2013) should

encourage further use of the technique

where appropriate. The new method uses

the FWD to characterise the foundation

stiffness for design purposes, and utilises

the superior materials properties of EME2,

including good resistance to cracking and

resistance to water penetration.

Acknowledgements

The work described in this paper was carried

out by the Infrastructure Division of TRL

Limited (Group Manager: Ian Carswell) for

Transport Scotland (Client: Dougie Millar).

The TRL team who worked on the simplified

design method were Paul Sanders, Bobby

Meitei, Peter Langdale and Colin Jones.

Contributions from Stuart Guthrie, Scotland

Transerv and Dr Michael Gordon, Mouchel

are also greatly appreciated.

References

BISAR Version 3 (1998). Shell International

Oil Products BV.

Highways Agency, Scottish Executive,

Welsh Assembly Government

(Llywodraeth Cynulliad Cymru), The

Department for Regional Development

Northern Ireland (2006). Design Manual

for Roads and Bridges, Volume 7 Pavement

Design and Maintenance, HD 26/06:

Pavement Design. Section 2: Part 3. London:

The Stationary Office.

Nunn, ME (2004). Development of a more

versatile approach to flexible and flexible-

composite pavement design. TRL Report 615.

Crowthorne: Transport Research Laboratory.

Road Research Laboratory (1970). A guide

to the structural design of pavements for

new roads. Department of the Environment,

Road Research Laboratory, Road Note 29

(3rd Edition). London (HMSO).

TSIA No 44 (2013). Simplified Design

Method for Crack, Seat and Overlay

Method – Notes for Guidance.

www.transportscotland.gov.uk/road/

policy/planning/design-standards/

amendments

The approach retains much of the concrete in-situ strength and, as it removes the need for wholesale reconstruction, is sustainable and quick to carry out

Table 5.1 Summary of design parameters

Key Eth threshold stiffness

Figure 5.1 Examples of Design Matrices

Key Eth threshold stiffness

Design Parameters

Thickness in mm Poisson’s ratio Stiffness in MPa

TS 30 0.35 3500

EME2120

1400.35 8000

CBM

120 - 150

150 - 200

>200

0.2

500

1500

2500

Foundation 0.4

<100

100 - 200

>200

Design traffic 20-40 msa

CBM in mm FWD Ef

(MPa)120-150 151-200 >200

1375 1145 967 >200

1538 1241 1017 151-200

1785 1380 1088 101-150

2226 1622 1205 <100

TS + EME2 thickness 150 mm

Design traffic 20-40 msa

CBM in mm FWD Ef

(MPa)120-150 151-200 >200

1106 942 810 >200

1258 1037 863 151-200

1494 1178 940 101-150

1932 1430 1072 <100

TS + EME2 thickness 170 mm

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Development of approval systemsApproval systems have been necessary

previously to enable the specification and

use of products and processes which were

not within the scope of a British Standard

or other recognised specification. This was

particularly the case for the introduction

of innovative products.

What often happened was that a supplier

would approach a Local Authority about

the use of a specific product or system

and subject to their agreement, would

carry out a “trial”. Unfortunately, many of

these “trials” did not have agreed criteria

for a successful outcome or monitoring

during and post installation. Consequently

there were of little value in gaining an

understanding of the product’s performance

that could assist with future development

and use.

The acceptance or rejection (against few

defined criteria) often came in the form of

the personal opinion of a limited number

of individuals. Since this had been done on

only one Authority’s network, there was

often reluctance from other Authorities to

accept this and they in turn would insist on

a new “trial” being undertaken in their area.

This resulted in difficulties for suppliers

in gaining wide scale approval although

a few Authorities did implement a more

regimented system with monitoring and

testing and shared their data.

The situation on the Trunk Road network

was different in that the Department for

Transport evaluated products on an ad hoc

Introduction

Methods for the approval of products or processes used in road construction and maintenance have always

been required to satisfy purchasers of their suitability for the intended use. Approval methods have

developed over the years from specific local agreements between suppliers and purchasers to documented

and certified systems applied across the whole of Europe.

This paper reviews the development of these methods and the latest changes which are likely to come into

effect later in 2014.

New Routes for Approval

basis, usually with the assistance of TRL and

then issued a formal approval letter. Where

necessary, amendments to the Specification

for Highway Works (SHW) were made to

enable the approved material to be used.

The number of new products and systems

increased, particularly with the development

of Thin Surface Course Systems and it

became apparent that a more prescribed

approach was required that could be applied

to any type of road product. This led to the

introduction of the Five Stage Approval

Process in the early 1990’s.

The stages of approval were defined as:-

n Stage 1 – Desk study

n Stage 2 – Laboratory study

n Stage 3 – Pilot scale trial

n Stage 4 – full stage trial

n Stage 5 – Highways Agency

specification trial

There are now 10 product sectors with guidelines for approval produced by a specialist advisory group for each sector drawn from all sides of the highways industry

An example of the application of this

approval method is found in TRL Report 292

(Nicholls 1998) and several Thin Surface

Course Systems were evaluated in this way.

Local Authorities also experienced an increase

in the number of requests for approvals and

it became increasingly apparent, particularly

David O’FarrellPTS Ltd

with dwindling resources, that a national

approval system would be beneficial and

discussions were initiated with DfT and

other interested parties about such a system.

It was known that a similar type of approval

system had been developed in France,

known as the Avis Technique, which involved

the national highway research organisation,

LCPC, in the evaluation of products and the

provision of an opinion about their suitability

and limitations of use.

The outcome was the establishment of

the Highway Authorities Product Approval

System (HAPAS) in 1995 to provide a national

approval scheme for products which were not

within the scope of existing standards

or were innovatory.

HAPAS is overseen by a steering group

consisting of representatives from across the

industry and is operated by BBA. It consists

of assessment processes for a number of

different product sectors.

There are now 10 product sectors with

guidelines for approval produced by a

specialist advisory group for each sector

drawn from all sides of the highways

industry. These guidelines follow a standard

approach to assessment, based on the

previous five stage approach which typically

includes:-

n Stage 1 – Assessment of applicant’s data

n Stage 2 – assessment of Quality Assurance

/ Factory Production Control

n Stage 3 – Laboratory Testing

n Stage 4 – System Installation Trial


n Stage 5 – System Performance Trial

(if required)

n Stage 6 – Certification

Once certification has been achieved by

an organisation, it is subject to annual

surveillance and periodic reassessment.

Changes made to the design of the product

may also necessitate a reassessment

dependant on the scale of the change.

If a product sector is considered to be too

small for the development of guidelines by

a specialist group, then a one-off assessment

can be undertaken. This is the case where

it is considered likely that there will be less

than five potential applicants for certification.

For example, this type of Approval has been

applied to kerbs manufactured from recycled

plastics.

HAPAS certification has become a

requirement of the SHW for products such

as thin surface course systems and high

friction surfacing. Further details about

HAPAS are on the BBA website (BBA).

Some Authorities have maintained their

own approval requirements where they

have determined that a different approach

is required. For example, Transport Scotland

operates their own approval system for

surfacing materials produced to their TS

2010 specification.

The need for change

The need for change has been driven by

several factors but one of the principal

reasons is changing European Legislation

combined with the introduction of European

Standards covering a greater range of

products.

Since the vast majority of road related

projects are undertaken by, or on behalf of,

public bodies, then those projects are within

the scope of legislation about procurement,

fitness for purpose and other issues.

The concepts of mandatory certification of

products and restrictions on the requirements

of public specifications have been introduced

which has questioned the applicability of

current approval mechanisms.

The principal regulatory requirements for

certification are found in the Construction

Products Regulations 2011 (EC 2011) which

were implemented in the UK on 1st July

2013. These Regulations superseded the

Construction Products Directive 1989 (EC

1989) and the accompanying UK legislation.

The Construction Products Regulations (CPR)

build upon the earlier Construction Products

Directive and aim to break down technical

barriers to trade in construction products

within the European Economic Area (EEA).

The Regulations stipulate that construction

works as a whole and in their separate parts

must be fit for their intended use, taking into

account in particular the health and safety of

persons involved throughout the life cycle of

the works.

They also require that, subject to normal

maintenance, construction works must satisfy

defined basic requirements for construction

works for an economically reasonable

working life. The evidence of compliance

is demonstrated by CE marking.

CE marking on a product is the

manufacturer’s declaration that the product

complies with the basic requirements of all

the Directives or Regulations that apply to

it. It also indicates to the appropriate bodies

that the product may be legally offered for

sale in their country.

The CE mark can only be applied to products

within the scope of a harmonised European

Standard or a European Technical Assessment

(ETA). It indicates that a product is consistent

with its Declaration of Performance (DoP)

as made by the manufacturer.

The requirements for the DoP are given in the

relevant product standard and are normally

based on those properties measured for

Factory Production Control.

The mark is shown below and is required

to be fixed to the product itself.

Where this is not practical, it should be on the

accompanying documentation. In addition,

the documentation supplied with the product

should include the manufacturer’s DoP

In addition to the requirements for the

manufacture and labelling of products,

CPR also contains requirements which relate

to public bodies, their specifications and

procurement practices.

Articles 8.4 and 8.5 of the CPR place

obligations on Member States to ensure

that the use of construction products bearing

CE marking shall not be impeded by rules

imposed by public bodies or private bodies

acting as a public undertaking.

Those acting as such a body, in a monopoly

position or under a public mandate should

not specify the performance of products

other than in accordance with the basic

requirements covered by the harmonised

section of the hEN or ETA under which the

CE marking is applied.

Article 8.6 requires that methods used by

the Member States in their requirements

for construction works, as well as other

national rules in relation to the essential

characteristics of construction products, shall

be in accordance with harmonised standards.

These latter requirements have implications

for the approval processes adopted by public

bodies and great care must be taken to

ensure that these processes do not constitute

barriers to trade. The current system of

HAPAS approval is likely to be considered

a barrier to trade.

The CE Mark


Public bodies also have other requirements

that they have to comply with when

specifying and procuring materials which

are found in both European Directives and

UK legislation to implement European

Directives. The Public procurement Directive

(EC 2004) and the supporting UK Regulations

contain the main requirements that

must be addressed (The Public Contracts

Regulations 2006). The Directive has been

revised recently and the new Directive is

expected to come into force in April 2014.

The relevant UK regulations will be updated

accordingly in due course. The Directive will

be implemented by separate legislation in

Scotland.

At present, public bodies must specify

requirements in generic technical or

performance terms and brand names

referring to specific products may only be

used exceptionally and accompanied by the

words “or equivalent”.

Public bodies must specify by reference to

national standards implementing European

Standards (BS ENs) or other European

specifications. If these do not exist, they

should specify by reference to national

standards, national technical approvals or

national technical specifications. In the UK

the SHW has the status of a national technical

specification. These references must be

accompanied by the words “or equivalent”.

Another factor in the need for new routes for

approval is the extension of the application

of CE marking to products such as bituminous

mixtures. Previously, the HAPAS certification

of Thin Surface Course Systems has included

examination of the Factory Production

Control operated at the production plant by

BBA. Many of the products currently HAPAS

certified are based on mixtures that would

comply with the requirements of BS EN

13108-1 or BS EN 13108-5 and are therefore

subject to CE marking.

A public body cannot therefore include any

requirement in an approval system that

would conflict with the scope of the CE

marking and the present schemes will need

to be amended to address this. Similarly,

because of the requirements to permit

alternatives in public sector contracts, other

approval schemes are permissible otherwise

a barrier to trade has been created.

Changes to current approval systems

As a consequence of the changes to European

legislation, the Highways Agency has carried

out a series by series review of the SHW

and its supporting documents to identify

and resolve any potential conflicts. This has

resulted in a full revision of the specification

being prepared. Since SHW is an approved

national technical specification, any revisions

must be notified to the EU and submitted for

comment prior to publication.

This is done using the Technical Regulations

Information System (TRIS) and at the time

of writing (March 2014) Series 100, 1800,

1900 and NG000, NG1800, NG1900 had been

made available on TRIS. It is anticipated that

further Series will be notified during 2014

as they become available. Subject to there

being no adverse comments on those Series

already notified, it is understood that they

may be published and implemented in July

2014.

Approval of products and processes

will be based on certification against a

Product Acceptance Scheme operated by

a Certification Body with suitable defined

competencies. The scheme requirements

are contained in clauses 104.15 and 104.16.

The certification scheme must cover:

n Manufacture and installation or post

manufacture processing of those products

for which a Declaration of Performance,

and consequent CE marking, has not been

made on the basis of any harmonised

European Standard (hEN) or European

Technical Assessment, or

n Only the installation of a material or

post manufacture processing where the

manufacturer has made a Declaration

of Performance of the material (with

consequent CE marking), or

n Product characteristics not included in the

required essential characteristics of a hEN

or in a European Technical Assessment

if such characteristics provide additional

protection for the consumer (e.g. road

user)

These apply to a range of products defined

in Appendix C of the Specification which

includes Thin Surface Course Systems (Clause

942) and High Friction surfacing (Clause 924).

The revised 900 series has not yet been

finalised and submitted for inclusion on

TRIS and the following paragraphs give

an indication of methods which are

under consideration.

It is understood that under the new

procedures, Clause 942 systems which

include asphalt that can be CE marked

will probably require installation by an

organisation which operates a Quality

Management System in accordance

with BS EN ISO 9001 for installation.

In-service performance may be assessed by

a certificated System Installation Performance

Trial (SIPT). This trial would be monitored

during installation and subsequently for a

two year period. A report on its visual

condition by the Certification Body and

macrotexture measurements at the end

of the trial period would form the basis for

approval. The certification would be valid

for a period of five years.

Products which currently have a HAPAS

certificate are likely to be the subject of

transitional arrangements which would

extend the current HAPAS approval until it

is due for re-certification, at which point it

would follow the new system.

In practice, Certification Bodies will only

be in a position to offer certification once

the revised 900 series is published and the

requirements confirmed. They will then need

to undergo a UKAS assessment specific to

these requirements prior to being able to

operate an appropriate certification system.


References

Nicholls J.C. (1998), Assessment of Millom

HiTex, the Bardon thin asphalt surface

course. TRL Report 292, Transport Research

Laboratory, Crowthorne.

BBA HAPAS Certificates www.bbacerts.

co.uk/product-approval/hapas.aspx

(accessed 26/03/14)

EC (European Community) (2011)

Regulation (EU) No 305/2011 of the

European Parliament and of the Council of

9th March 2011 laying down harmonised

conditions for the marketing of construction

products and repealing Council Directive

89/106/EEC


Directive (EU) No 2004/18/EC of the

European Parliament and of the Council

of 31st March 2004 on the coordination

of procedures for the award of public works

contracts, public supply contracts and public

service contracts


Directive (EU) No 89/106/EEC of the

European Parliament and of the Council of

21st December 1988 on the approximation

of laws, regulations and administrative

provisions of the Member States relating

to construction products.

TRIS Technical Regulations Information

System ec.europa.eu/enterprise/tris/

default.htm?CFID=2526828&CFTOKEN=2d

1cfae066103ed1-BB08BAF6-05F5-3A23-

D9441DA4144E0560

Many of the products currently HAPAS certified are based on mixtures that would comply with the requirements of BS EN 13108-1 or BS EN 13108-5 and are therefore subject to CE marking

ASPHALT MATERIALS AND PAVEMENTS 2014Now in its 41st consecutive year, the MPA/Newcastle University Asphalt Materials and Pavements Course clearly demonstrates that it remains at the forefront of training and education in the sector. In that time, literally thousands of delegates have attended, participated and we believe enjoyed, the unique opportunity to learn about a broad range of topics and issues relating to highways construction and maintenance design, materials, processes and innovation. Based on delegate feedback, the content and speakers are reviewed every year in order to meet the changing needs of the sector and by doing so keep it fresh and relevant. The friendly atmosphere and opportunity to meet with other delegates from a wide range of highways-related activity and expertise also provide a special networking opportunity for delegates and contribute to the ongoing success of the Course. Past delegates include representatives from across industry and the client sector, many of who now hold significant and high profile positions in their organisations and remain their own best advert. The need for well trained and competent personnel in the sector has never been higher, so take this landmark opportunity to inform and educate yourself and/or your staff. Clearly budgetary pressures are also higher than ever in all businesses but the Course remains excellent value which the acquired knowledge can pay back many times over.

For further information and course enquiries, www.ncl.ac.uk/cegs.cpd/cpd/asphalt.php [email protected] +44(0)191 208 7439


At scheme inception, Grontmij was Client

Advisor tasked with developing the scheme

through Feasibility, Statutory Procedures

and Detailed Design. As the design

developed, Grontmij are now responsible

for Contract Administration & Construction

Supervision, as well as Construction Design

& Management Coordinator (CDMC). The

Works were procured as an Employers

Design (ICE 5th edition) with elements of

Contractor Design including culverts, tie-ins,

safety barrier & passive safety signs.

Grontmij had discussions with Transport

Scotland during the scheme development

and it was agreed that there would

be a contract requirement included for

Machine Control to improve level and

surface regularity control in the pavement

construction. The improvement in surface

regularity will reduce the dynamic loads on

the pavement structure from heavy goods

vehicles and assist with the extension of

the structural life of the pavement. Machine

Control technology has been around for

many years in various forms, with the

most common being the averaging beam.

The averaging beam gathers the level

information in advance of the road paver

to give notice of changes in profile and level

in time to enable it to respond and make

the longitudinal ripple at as low frequency

as possible. It is these ripples that the driver

perceives on roads and leads to additional

loading in pavements by heavy vehicles

when they are too sudden. In order for this

technology to work effectively, it requires

a very regular sub-base to start from and,

for this reason, Robot Total Station (RTS)

The Crianlarich Bypass scheme comprises approximately 1.3 km of single carriageway all-purpose road to

the west of the village. The new road connects the village and the existing road with a new roundabout at

both ends. The Contract Documents were written to include requirements for machine control techniques on

the sub-base and lower construction layers, with additional requirements for the use of averaging beams

with single and echelon pavers. The standard for layer tolerances and requirement for profile regularity

have also been modified.

A82 Crianlarich Bypass – Machine Control to improve Sub-Base and Asphalt Surface Regularity

control of motor graders was selected for

the sub-base construction. The development

of RTS and associated technologies with

in-cab information in real time to operators

means that sub-base can be constructed

to tolerances closer than the standard

Specification for Highway Works (SHW)

requirements.

Machine Control technology has been around for many years in various forms, with the most common being the averaging beam

For the asphalt construction, two

technologies were identified: the RTS for

the lower base layer to control the paver

and then the averaging beam for the upper

layers. A Machine Control Specification for

the Contract Documents was developed in a

number of stages, as this had not previously

been a requirement on Trunk Road Projects:

Preliminary Investigations, Industry

Discussions, Draft specification clauses

and survey works to measure the benefits.

The preliminary investigation was an

information gathering exercise of what

had been done previously in the UK and

overseas. Grontmij has experience of

working with contractors as their designer

when Machine Control has been used on

major roads projects. This had involved

using motor graders that had level and

position information fed to them from a RTS

in real time, to enable the sub-base to be

Malcolm J Durie BSc (Hons), MICE, MIATTechnical Manager Pavement, Grontmij

regulated to a much closer tolerance than

the SHW requirements. This improvement

in regularity of the sub-base, coupled with

an averaging beam on the road paver

constructing the asphalt layers, resulted

in a much improved surface regularity.

In all of these schemes, the Contract

Documents did not require the use of

Machine Control, but the contractor chose

to use the technology in order to improve

quality control on site.

Following review of the technology

available in the UK and experience and

discussions with Transport Scotland, a

consultation was undertaken with a

number of the Machine Control Suppliers.

This involved two of the major survey

equipment suppliers and averaging beam

suppliers. During these discussions, a draft

specification was developed that could be

included in the contract documents that was

non supplier specific and gave the successful

Crianlarich Bypass Contractor the flexibility

Walking profile meter


There were two methods which were

then identified that could give an accurate

measurement but to different tolerances

of the ride quality against international

standards, the ARRB Walking Profile

meter and a Scanner machine, albeit with

additional analysis. The ARRB Walking

Profile Meter can report surface regularity

variations at a walking speed to World

Bank Class 1 requirements. The device

records the measurements digitally during

the survey and they are then downloaded

to a computer for analysis and reporting.

The Scanner Machine adopted is capable of

measuring the road profile variations and

related parameters, such as the wavelength

of the variations along the carriageway that

are noticed by drivers. These surveys will be

carried out shortly after construction on the

Crianlarich Bypass and also repeated on five

other projects built to standard specifications

for comparison.

The Machine Control Clauses developed were included in the Contract Documents as scheme specific additions on Appendix 0/1Appendix 7/1 also had additional

requirements to cover the use of TS2010

surface course and the requirements for

echelon paving on the main section of

the works. Schedule 9 was also added

to cover the requirements for the Class 2

Performance foundation to IAN 73/06

Rev1 and the associated approvals and

testing. These requirements included the

Demonstration Areas and the correlation

testing between the standard Falling Weight

Deflectometer (FWD) and the Light Weight

Deflectometer (LWD) such as the Prima100.

The foundations were to be tested at all

intermediate layers as well as the top of

the sub-base with the LWD.

The next stage of the pavement design

was the investigation and determination

of the most appropriate techniques for

the measurement of the actual tolerances

achieved during the construction.

These would not be used for contract

compliance purposes but, to determine the

effectiveness of the use of machine control.

Two types of parameters were identified to

measure ride quality as perceived by drivers

and actual level variation from the design

requirements.

to go to the market for the supply of the

equipment required.

The Machine Control Clauses developed

were included in the Contract Documents

as scheme specific additions on Appendix

0/1. The changes to the specification were

in two parts: the first was an update to

Clause 702.2 to refer to the updated clause

702.3SR. In 702.3SR, the tolerances for

pavement construction were updated to

what was expected to be achieved with

the Machine Control. The clause was also

updated to include the requirement from

HD26/06 that where the total asphalt

thickness was 300mm or less then the

15mm tolerance was to be set to zero mm.

The updated tolerances were not required

on bridge decks or in tie in areas, as they

could not be achieved in these locations.

This clause also made the use of Machine

Control with a motor grader for the sub-base

construction grading and level control. All

of the asphalt layers were to be constructed

using a paver mounted averaging beam

and in echelon, to remove the central

longitudinal joint. Clause 702.4 was also

updated to comply with the requirements

of TS2010 for the surface course thickness

tolerance and the exceptions accepted.

The second part of the update to the

specification was the additional clauses

750AR, 751AR and 752AR. Clause 750AR

covered the specification of the Robot

Total Station equipment that was to be

used to transfer information to the motor

grader for the sub-base and the road paver.

The clause was written to ensure that it

permitted various suppliers to comply with

the contract requirements whilst providing

the accuracy required. Clause 751AR then

specified the requirements for the sub-base

3D grade control system, which would

enable the motor grader blade profile to

be controlled in real time and ensure that

the surface regularity is achieved. The final

clause 752AR specified the requirements for

the paver levelling beam and how it was

to be used when the pavers were used in

echelon. Scanner machine

Motor Grader with Machine Control


The second part of the construction surveys was the level

control surveys, and for this we selected the use of laser

scanning surveys. These surveys will be carried out at two

stages of the construction: top of completed sub-base

immediately prior to asphalt construction, and top of asphalt

shortly after completion. These laser scanning surveys will

then be analysed using Bentley Point Cloud Tools in MX

road to determine the variation from the design levels,

the asphalt thickness variations, using isopachyte analysis

and also changes in gradient by triangulation analysis. An

updated Topographical specification has been developed

for these survey works and the tender process is underway.

The Crianlarich Bypass construction works are currently

underway and the pavement construction is scheduled to

start in May 2014. After the works and the completion of

the survey works on Crianlarich and other projects, Grontmij

will report to Transport Scotland on the outcomes and

recommendations on how to best utilise this technology

in the future to improve the surface regularity for road

users and enhance the durability of the road pavements.

Robot Total Station and motor Grader

Paver with Averaging Beam

The ‘one-stop-shop’ for engineering solutions

Eurovia | T: 01992 784100

E: [email protected] | W: www.eurovia.co.uk

Eurovia RoadstoneWith a diverse product range which includes traditional and warm mix asphalt, Eurovia Roadstone offers a full-range of accredited coated materials designed to meet the needs of the customer. Committed to the continual investment in sustainable products, carbon reduction technology and new production techniques, Eurovia Roadstone strives to improve efficiency and reduce its carbon footprint.

Eurovia SurfacingWith one of the most modern and innovative plant and fleet, whatever the surfacing requirements, from routine maintenance to new carriageway construction, from motorways to country lanes, from full-depth reconstruction to thin surface course systems, Eurovia’s surfacing division has an accredited surfacing solution to suit all requirements.

Eurovia ContractingWith vast experience of managing town centre improvement schemes, major motorway maintenance, footway and carriageway reconstruction and improvements, CCTV design, installation and maintenance, line marking and street lighting, Eurovia Contracting is the contractor of choice.

Eurovia Specialist TreatmentsDelivering advanced and effective solutions to improve and renew the surfaces of roads, footways, airfields and car parks nationally, Eurovia Specialist Treatments’ offers a bespoke service to clients. Committed to meeting the precise needs of its customers, Eurovia Specialist Treatments prides itself on bringing new, innovative and improved technologies to the market.

Eurovia Airport ServicesWith considerable experience both landside and airside, Eurovia Airport Services is accomplished in the detailed management of airport maintenance. Providing innovative solutions to help clients achieve value for money, Eurovia Airport Services work at all major airports in the UK.

From engineering design to pavement development, from civil engineering to specialist surfacing treatments, Eurovia is the ‘one-stop-shop’ for engineering solutions.

With a range of specialised but highly flexible services, Eurovia offers asphalt production, surfacing, road contracting, specialist treatment solutions and airport services throughout the country.

Supported by a strong technical network here in the United Kingdom as well as on the continent, Eurovia prides itself on delivering on time and on budget - every time.

IAT Ad May 14.indd 1 14/05/2014 15:06:42

IAT Members’ Charitable Doings in 2013/2014

Chris Lycett and friends walk part of the Camino de Santiago for a children’s hospital in Dublin

The girls from the AI Sales team at Frome participated in the Bath 8km Midnight Walk for Dorothy House Hospice

Gordon Steel (Committee member for the Scottish branch) has been named as a Heart Hero by the British Heart Foundation

Ray (IAT Treasurer) and Marylyn Wood organised a

charity dinner auction for Marie Curie Cancer Care

Are you doing anything for you favourite charity in the coming year? Asphalt Professional would love to hear for you - send reports and photographs to [email protected]

The ‘one-stop-shop’ for engineering solutions

Eurovia | T: 01992 784100

E: [email protected] | W: www.eurovia.co.uk

Eurovia RoadstoneWith a diverse product range which includes traditional and warm mix asphalt, Eurovia Roadstone offers a full-range of accredited coated materials designed to meet the needs of the customer. Committed to the continual investment in sustainable products, carbon reduction technology and new production techniques, Eurovia Roadstone strives to improve efficiency and reduce its carbon footprint.

Eurovia SurfacingWith one of the most modern and innovative plant and fleet, whatever the surfacing requirements, from routine maintenance to new carriageway construction, from motorways to country lanes, from full-depth reconstruction to thin surface course systems, Eurovia’s surfacing division has an accredited surfacing solution to suit all requirements.

Eurovia ContractingWith vast experience of managing town centre improvement schemes, major motorway maintenance, footway and carriageway reconstruction and improvements, CCTV design, installation and maintenance, line marking and street lighting, Eurovia Contracting is the contractor of choice.

Eurovia Specialist TreatmentsDelivering advanced and effective solutions to improve and renew the surfaces of roads, footways, airfields and car parks nationally, Eurovia Specialist Treatments’ offers a bespoke service to clients. Committed to meeting the precise needs of its customers, Eurovia Specialist Treatments prides itself on bringing new, innovative and improved technologies to the market.

Eurovia Airport ServicesWith considerable experience both landside and airside, Eurovia Airport Services is accomplished in the detailed management of airport maintenance. Providing innovative solutions to help clients achieve value for money, Eurovia Airport Services work at all major airports in the UK.

From engineering design to pavement development, from civil engineering to specialist surfacing treatments, Eurovia is the ‘one-stop-shop’ for engineering solutions.

With a range of specialised but highly flexible services, Eurovia offers asphalt production, surfacing, road contracting, specialist treatment solutions and airport services throughout the country.

Supported by a strong technical network here in the United Kingdom as well as on the continent, Eurovia prides itself on delivering on time and on budget - every time.

IAT Ad May 14.indd 1 14/05/2014 15:06:42


1. Proposed Surfacing Systems

Surfacing systems on bridge decks present

additional challenges over conventional road

surfacing. They must offer the usual skid

resistance and ride quality characteristics but

additionally they are required to withstand

a wider range of temperatures and provide

improved waterproofing and durability

usually in considerably thinner depths than

traditional road pavements primarily to

reduce the dead load on the structure.

There have been significant advances

in the design of asphalt, using various

modifiers and additives, within the last

15 years; included in that is Trinidad Lake

Asphalt (TLA). A naturally occurring asphalt

drawn from large lakes and refined. It is an

exceptionally hard, high bitumen content

material with a typical penetration between

0 – 5. When mixed with a bituminous

binder, enhancements are made to the

rheological properties of the materials

which in turn enhance the long term

strength/ sustainability. It also assists with

the on-site surfacing operation of asphalt

pavement by softening the mastic mortar

assisting workability.

Other artificial elastomers such as Styrene

Butadiene Styrene (SBS), Styrene Butadiene

Rubber (SBR) and Ethyl Vinyl Acetate (EVA)

modifiers have also provided the enhanced

characteristics necessary for performance

demands in high stress bridge surfacing

situation.

Introduction

Most, if not all, structures in the UK have some kind of surfacing material on top of a concrete of steel deck.

The vast majority will be covered with a bituminous bound material with the remainder adopting an epoxy

system.

The primary concern of any surfacing material is to provide a smooth and skid resistant running surface for

the traffic. The surfacing material also provides protection to the underlying structure, and this is of greater

importance on concrete or steel structures to safeguard against water ingress and de-icing salts. Bridge

decks provide differing support considerations from conventional pavement structures as, especially in the

case of steel orthotropic decks, they can be more “lively” and expose the surfacing to extraordinary stress

and strain conditions, which needs to be considered when selecting appropriate solution.

This paper considers the most popular surfacing systems available and subjectively presents their suitability

for use as an appropriate wearing course over either a concrete or steel structure.

Surfacing Options - Bridge Decks

As a result, improved laying techniques have

been developed for laying of Gussasphalt

/ Mastic asphalt on structures. This has

seen the invention and use of specialist

asphalt finishers to avoid the need for hand

spreading and arbitrary chipping of mastic

asphalt / Gussasphalt surfaces.

The following surfacing materials will

be discussed in more detail :

a) Chipped Mastic laid by conventional

paver

b) Gussasphalt

c) Epoxy asphalt (with antiskid surfacing)

d) Epoxy asphalt (unchipped)

e) Conventional HRA

f) Conventional Thin Surfacing

g) TS2010 Stone Mastic Asphalt

Bridge decks provide differing support considerations from conventional pavement structures

2. Chipped Mastic laid by conventional paver

Asphalt is available in two forms, rolled or

mastic asphalt. Rolled asphalt is primarily

made for use on other road surfacings and

paving, as the name implies, is compacted

by rolling and will be discussed later in this

report. Mastic asphalt is used principally

Stuart GuthriePrincipal Engineer - Pavement EngineeringMouchel

for the waterproofing / surfacing layer of

bridge decks where it can be used as either

a base layer or a surfacing course or both

layers, when it has precoated chippings

added to it to give it a surface texture. It

is also used for basement tanking, flooring,

paving and heavy duty road surfacing.

Mastic asphalt is composed of suitably

graded limestone aggregates bound

together with bitumen or modified bitumen

to make a dense material with virtually no

voids. It does not require compaction to

achieve a dense layer and is spread rather

than rolled. It does not degrade as a result

of weathering like normal bituminous

materials and asphalt concretes.

The original mastic asphalts were all

based on naturally occurring rock asphalt

compositions which is a limestone rock

impregnated with bitumen and is found

in geological formulations mainly in

alpine areas of Europe.

A key ingredient of mastic asphalt is

Trinidad Lake Asphalt (TLA), which can

form up to 50% of all the total binder

within the mix. TLA is a natural modifier

/ extender providing enhanced physical

properties to the mix at wider temperature

envelopes. The material typically comprises

52 to 55 % soluble bitumen and TLA is not

manufactured but refined. Until a few years

ago, specialist plant had to be used to add


this to the mix but it is now available in

Europe in granular form, which includes

the addition of an inert filler/separator. It

is also available in pelletised form which

necessitates the use of a polymer coating.

This is less than 1% by mass of the TLA and

is not intended as an active component,

merely as a facilitator. Performance of the

product will therefore not be degraded by

‘high’ temperatures.

Gussasphalt design differs from Mastic Asphalt and is more like a traditional asphalt concrete in that the grading of the coarse aggregates is of a higher percentage and the mix gradingThe desirable properties of mastic asphalt

are an exceptional level of Impermeability,

high resistance to rutting, excellent fatigue

life, it is 100% recyclable and easy to repair

with seamless joints by localised heating.

However, a weakness of mastic asphalt

laid by conventional paver is that the joints

can crack open. Machine chipping using

traditional plant is, to a degree, difficult to

control and laying in exposed conditions

risks poor chipping embedment and can

put the control of the surface texture /

durability at risk. Another difficulty is that

mastic asphalt has to be finished close to

the temperature at which the polymer will

degrade; if the polymer degrades, it will

ruin the resistance to rutting and hence the

asphalt has to be finished / compacted very

close to 180ºC.

Mastic asphalt, using the traditional

methods of application, has performed

exceptionally well on numerous structures

world-wide. This is due to the inherent

properties of the mastic, when properly

designed with the addition of modern

polymers, withstands both rutting at high

temperatures whilst retaining flexibility

at low temperatures which prevents

embrittlement and fracture.

Below is a table designed to provide a

comparative analysis of the desirable

properties for bridge deck surfacing. Each

property is listed and a comparative and

subjective analysis is provided to categorise

and grade each material. It should be

pointed out this is a relative comparison

and not absolute analysis of each material.

Mastic Asphalt

Corrosion Protection Excellent Corrosion Protection. Almost zero voids

Enhanced Stiffness Good enhanced stiffness

Resist Deformation Very good deformation resistance

Resist Rutting Very good rutting resistance

Resistance to Fatigue Very good fatigue resistance

Easy of Laying Very easy to lay (By Hand or Machine)

Regulation of Surface Very good regulation. Self levelling

Ride Quality Good ride quality

Skid Resistance / Noise Good skid resistance and noise

Life Expectancy 15 - 25 Years

Construction Cost Moderate to High ££££

Whole Life Cost Very Good ✓ ✓ ✓ ✓

Best

Worst

3. Gussasphalt (Aeschilmann Process)

Gussasphalt originated in Germany and is

an identical material to Mastic asphalt, apart

from the production, and is covered under

the term Mastic Asphalt. The German word

Gussasphalt means mastic asphalt.

Gussasphalt design differs from Mastic

Asphalt and is more like a traditional

asphalt concrete in that the grading

of the coarse aggregates is of a higher

percentage and the mix grading. However,

the asphalt still retains the properties of

long-established Mastic Asphalt.

Gussasphalt has to be finished by means

of a special paver designed for the product.

The high content of hard or modified

bitumen and a high content of limestone

filler make an impermeable asphalt. It is

finished without compaction and has less

than 0.5% of air voids. Precoated chippings

are implanted or sown into the surface by

means of a chipper and rolled by adjusted

static rollers to create a positive texture

surfacing with low noise properties.

Gussasphalt is mixed in a conventional

asphalt batch mix plant. Batches of half

to 1.5tonnes of bitumen and the proper

amount of aggregates (according to the

recipe) are mixed in just under a minute

The material, once mixed, is then

immediately transferred to a heated storage

silo before being transferred to the road

transport cookers, which have in-built

stirring mixing vanes. the polymer modifiers

are applied at the site, prior to laying

the asphalt, and this negates the risk

of damaging the polymer that can occur

with the traditional site batching.

The reason for using this high performance

materials that it has the same functional

properties as the Mastic asphalt, mentioned

above, but due to the highly controlled


production processes and transport

conditions, it is easier to achieve a higher

average quality level with a high production

output. This is especially important when

polymer modified bitumens are used.

Gussasphalt offers a fast application

rate, it can be applied in the widest

range of climatic conditions, it is very

resistant to rutting and is very resistant

to embrittlement / cracking. One of the

advantages of the laying process is a

seamless mat with no longitudinal with

no joints and all lanes laid in one pass.

The accuracy of the profiling and levelling

is extremely high as the finisher runs on

rails and, as a result, provides a superior

ride quality that can cut dynamic loading

to a structure. The surfacing delivers

excellent surface texture and does not

require premium high PSV chippings.

Structures throughout the world surfaced

with Gussasphalt have often gone for

30 years or more without the need for

major maintenance, which is testament

to the commitment to quality from the

laying contractor.

However, this is a bespoke system and

there are currently no other contractors

offering alternatives to this product.

4. Epoxy asphalt (with antiskid surfacing)

Epoxy asphalt (EA) is a polymer asphalt

which is composed of a slow-curing binder

that is mixed together with hot, standard

asphalt aggregates in the pugmill of an

asphalt plant.

The epoxy asphalt binder is a two-phase

chemical system in which the continuous

phase is an acid cured epoxy and the

discontinuous phase is a mixture of asphalts.

A hot spray application of an epoxy tack

coat precedes the laying of the epoxy

asphalt concrete.

The bond coat to the substrate surface is a

more viscous version of the binder. Epoxy

asphalt concrete is applied and compacted

with conventional asphalt concrete paving

equipment. The pavement is ready for traffic

quickly in its partially cured state once it

has cooled to ambient temperature. It is

fully cured over a two to six week period

depending on ambient temperatures and

needs careful site control to avoid the risk

of premature rutting in certain weather

conditions.

Shell Oil Company developed Epoxy asphalt

in the late 1950s as a jet fuel and jet blast

resistant specialty pavement for airfield

applications. In 1967, Adhesive Engineering

Company (now Chemco Systems), under

license from Shell Oil, supplied Epoxy

asphalt for the first commercial application

on a bridge deck as the wearing surface of

the mile long orthotropic steel deck span of

the San Mateo-Hayward Bridge across San

Francisco Bay. Only minor maintenance was

required after 39 years of service (Chemco

Products Ltd, 2011).

EA has been used within the United

Kingdom on road surfacing with mixed

results. As hardening of the binder is a

function of time and temperature, success

with EA is dependent on good planning/

timing, good weather and experienced

crews and workers.

Production has to take place on site

as delays can lead to problems with

compaction. Time from production /

completion is critical and unless this is

carefully monitored, inadequate compaction

will result in delamination with the deck. It

is therefore essential that only experienced

labour is used during the construction and

later during maintenance works.

In the UK, the design of road surfaces has

to comply with strict texture requirements

and as epoxy asphalt has less than 1.0mm

texture this necessitates the application of

surface chipping to achieve the required

1.5mm texture depth. This has been

achieved by using resin based antiskid

surfacing.

Occasionally, epoxy products have had

problems with ultraviolet light, which

accelerates the development of cracks

and poor bondage and this clearly is a

risk in hot climates.

Epoxy Asphalts have good waterproofing

interaction and good surface texture with

antiskid surfacing; however, this is an

additional cost that needs to be considered.

It is critical that the material is laid correctly

and allowed to cure (for up to 3 days) so

detailed programming is essential and a

highly skilled workforce is required.

Gussasphalt

Corrosion Protection Excellent Corrosion Protection. zero voids

Enhanced Stiffness Good enhanced stiffness

Resist Deformation Very good deformation resistance

Resist Rutting Excellent rutting resistance


Easy of Laying Very easy to lay by skilled workforce ( Machine)

Regulation of Surface Excellent regulation. Self levelling

Ride Quality Excellent ride quality

Skid Resistance / Noise Excellent skid resistance and noise

Life Expectancy 25 Years Plus

Construction Cost High £££££

Whole Life Cost Excellent ✓ ✓ ✓ ✓ ✓


5. Epoxy asphalt (unchipped)Throughout Asia and America, it is not

unusual for epoxy asphalt to have no

applied surface texture and this is seen

to be acceptable. Quality control of the

application and compaction is seen by

designers to be very important. The

temperature of the epoxy asphalt must

be stringently controlled during the entire

period of application

In a number of projects in America and Asia,

Epoxy Asphalt does not have a separate

waterproofing membrane and only a tack

coat of Epoxy V is applied. This may be

considered to be a risk of long-term water

ingress as the material has 2% air voids. This

is likely to occur at longitudinal joints which

are known to be a weakness of the surfacing.

6. Conventional HRAHot Rolled Asphalt is a gap-graded blend

of mineral aggregate sand, filler and

bitumen used extensively, for many years,

as surfacing major roads and bridges. It is

predominantly a sand based bituminous

mix, which is where it differs from the

bitumen filler mortar of mastic asphalt. It

is still used within local authorities and, to

a lesser degree, on trunk roads in Scotland

because of its yet unsurpassed durability.

HRA is still used on bridge decks

successfully, even down to 50mm in

thickness. This is often facilitated with

the addition of polymer modifiers and

elastomers such as SBS and SBR. These

materials usually fall into SHW Clause

943 performance mixes, although some

promising results have also come from

hybrid mixes.

HRA is readily available from all asphalt

plants even in highly modified variants

and the skills necessary to successfully lay

this material are still present, although

dwindling.

However, the 50mm thickness, required at

some points on certain structures, is really at

the limits of its capacity. Another factor that

comes into play at this depth is the typical

void content, for HRA, of between 2% - 6%.

This would normally be considered an ideal

range in a conventional pavement from

a structural point of view and should be

almost impermeable. However, considering

the void contents of surfacing options

described previously, although there may

be a reasonable life span, the material’s

overall ability to prevent water ingress is

not comparable. Additionally, even modified

HRA should never have zero void content

as this will lead to dynamic creep failure

followed by permanent deformation.

HRA, laid in a conventional manner, does

not offer the joint-free surfacing of some

of the previous options which may prove

ultimately detrimental given the void

content described above.

Epooxy Asphalt (UK)

Corrosion Protection Excelent Corrosion Protection. (Sealed with HFS)

Enhanced Stiffness Excelent enhancd stiffness

Resist Deformation Very good deformation resitance

Resist Rutting Excelent rutting resitance


Easy of Laying Easy to lay (By Hand or Machine)

Regulation of Surface Good regulation.

Ride Quality Good ride quailty

Skid Resistance / Noise Good skid resitance and noise



Whole Life Cost Very Good ✓ ✓ ✓ ✓

Epoxy Asphalt (USA & ASIA)

Corrosion Protection Moderate Corrosion Protection up to 2% Voids

Enhanced Stiffness Excellent enhanced stiffness

Resist Deformation Very good deformation resitance

Resist Rutting Excellent rutting resitance



Regulation of Surface Good regulation


Skid Resistance / Noise Good skid resitance but low texture <1.0mm



Whole Life Cost Good ✓ ✓ ✓

Throughout Asia and America it is not unusual for epoxy asphalt to have no applied surface texture and this is seen to be acceptable


7. Conventional Thin Surface Course System (TSCS)

Thin surface course systems designed to

Clause 942 of the Specification for Highway

Works (SHW – need to be consistent) have

been around since the late 1990s.This

material is in widespread use throughout

Scotland and is the only surfacing material

allowed on the English trunk road network.

The surfacing is known generically as stone

mastic asphalt, where a bitumen mortar

binds a coarse aggregate skeleton of typically

14mm or 10mm aggregate. The addition of

either cellulose fibres and / or a polymer

modifier helps extend and support the thicker

binder film, which would otherwise leach

or flush out.

Although it has its roots in continental

Europe it is markedly different to the mastic

asphalts produced there, hence the need

to rename as a thin surface course. The

disparity is caused by the need to comply

with the texture depth requirement within

UK highway specifications. This has arguably

been the single most detrimental adjustment

to an otherwise durable material.

Like the untreated epoxy surfacing, this

material is negatively textured, as apposed

to the other positively textured systems

proposed above.

Typically, the void continent of this material

is not dissimilar to HRA and within the range

of 2% to 8%. However, the need to maintain

the texture depth requirement often means

the typical void content found in these

systems can be at the upper limit of this

range.

In real terms, this makes thin surfacing

unsuited to use on bridge decks as the

potential for water ingress is high. Also,

thin surfacing is markedly weaker and has

much lower fatigue characteristics compared

to other surfacing materials. Even used on

standard roads the expected lifespan of a

TSCS is typically 8 – 10 years and could be

significantly less on a structure.

8. TS2010 Surface CourseFollowing problems with the quality and in-

service performance of Stone Mastic Asphalt,

Transport Scotland worked closely with the

industry to put in place measures to adjust

the domestic Clause 942 of SHW for thin

surfacing to improve quality control.

This specification and guidance is based on

research and visits to Germany to gain first-

hand knowledge of German specifications,

practice and experience as well as the

construction and monitoring of full-scale

road trials.

This new surface course specification,

TS2010, comprises a range of Stone Mastic

Asphalt (SMA) mixtures that are based on

German specifications and experience. The

SMA mixtures will contain a gap-graded

aggregate mix, polymer modified bitumen,

and additives, including fibres. The newly-laid

SMA will be treated with grit to increase the

early-life skid resistance.

(Transport Scotland, 2012)

Research has indicated that it could provide

the following benefits:

n superior durability

n lower noise levels

n good skid resistance, including early-life

n high resistance to permanent

deformation

n decreased life-time costs

n thin layer application

n excellent ride quality

n increased use of a wider range of

sustainable aggregate sources.

TS2010 has only been used on a small

number of sites within Scotland but early

results are promising and there is every

reason to believe that this material will

provide a suitable surfacing option for roads

and bridge decks. However, there is too little

data and experience to provide an objective

comparison at this stage.

Hot Rolled Asphalt

Corrosion Protection Moderate Corrosion Protection. 2% - 4% voids

Enhanced Stiffness Moderate enhancd stiffness

Resist Deformation Good deformation resitance

Resist Rutting Good rutting resitance

Resistance to Fatigue Good fatigue resistance


Regulation of Surface Very good regulation. Self leveling




Construction Cost Moderate £££


Thin Surfacing Stone Mastic (Clause 942)

Corrosion Protection Poor Corrosion Protection. 4% - 8% Voids

Enhanced Stiffness Little enhancd stiffness


Resist Rutting Good rutting resitance

Resistance to Fatigue Moderate fatigue resistance


Regulation of Surface Very good regulation.




Construction Cost Moderate to low ££

Whole Life Cost Poor ✓

Scottish TS2010

Mas

tic

Asp

hal

t

Gus

sasp

hal

t

Epoo

xy A

sph

alt

(UK

)

Epox

y A

sph

alt

(USA

& A

SIA

)

Hot

Rol

led

Asp

hal

t

Thin

Sur

face

Cou

rse

TS20

10 T

hin

Sur

face

Cou

rse

Corrosion Protection

Enhanced Stiffness

Resist Deformation

Resist Rutting

Resistance to Fatigue

Easy of Laying

Regulation of Surface

Ride Quality

Skid Resistance / Noise

Life Expectancy

Construction Cost ££££ £££££ ££££ ££££ £££ ££ £££

Whole Life Cost ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓


9. Desirable properties of surfacing materials

The above surfacing materials have been

(subjectively) assessed by comparing the

desirable properties needed to ensure that

construction, safety, environmental and

sustainability requirements are met. These

properties are considered to be as follows;

n Provide additional corrosion protection

to structure

n Provide resistance to panel bending

composite stiffness

n Resist delamination

n Durable to resist rutting and

at high temperatures

n Able to resist repeat loading and strains

induced by deck flexibility (Fatigue)

n Easy to lay / compact in all weather

conditions

n Have regulating properties (only one

layer)

n Smooth surface profile with few joints

n Antiskid properties / Reduced road noise

surface spray (Safety)

n Long sustainable performance,

impervious to fuel spillages

n Compatibility with waterproofing system

The table below summarises each of

the waterproofing / surfacing options

against the desirable properties. Figure 1 -

Subjective Analysis of Available Systems.

As with any construction work, good quality control during construction is essential.

Scottish TS2010

Corrosion Protection Modeare Corrosion Protection. 2% - 4% voids

Enhanced Stiffness Moderate enhancd stiffness


Resist Rutting Good rutting resistance

Resistance to Fatigue Good fatigue resistance

Easy of Laying Specalist Teams and requires (TAIT)

Regulation of Surface Very good regulation. (Laid with Averaging Beam)

Ride Quality Very Good ride quailty

Skid Resistance / Noise Good skid resitance and noise (low texture)

Life Expectancy Unknown but >16 Years

Construction Cost Moderate £££


Overall

Property>

Material >

✓

!✓

✓

✓

✓

✓

!!✓

✓

!✓

✓

✓

✓

✓

✓

✓

✓

!✓

!✓

✓

!!!✓

✓

!✓

!✓

✓

✓

!!!!

!!!!!✓

!✓

!!

XX!!X✓

!✓

✓

X

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✓

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Figure 1 - Subjective Analysis of Available Systems


10. RecommendationsOne of the most important attributes of a

bridge deck surfacing is the prevention of

water ingress. As can be seen above, this

is highly dependent on the void content of

the material laid and is the biggest factor

in deciding longevity. The resistance to

the effects of traffic and fatigue plays an

important roll too and this can be more

important on more dynamic structures.

Often a highly skilled workforce is required

but this expense is easily justifiable with the

resultant quality and warranty provided by

such contractors.

Conventional thin surfacing material can

become highly permeable allowing water to

ingress down to the existing waterproofing.

Hydraulic action can then take over to

delaminate and debond the surfacing.

Notwithstanding the above, evidence shows

the overall lifespan on these materials is

typically 8 – 12 years under normal road

conditions, i.e. not on bridges. This will

be significantly reduced when laid at the

depths required on some decks. It is clear

Author Profile Stuart’s key skills are FWD analysis, analytical and traditional pavement design, crack & seat design and deployment of

innovative pavement design solutions that provide both best value and sustainable solutions Stuart’s responsibility also

entails analysis of road condition data, development of pavement design, presentation of road condition data, supervision

of site investigation work and review of network pavement condition data for targeting structural maintenance schemes.

In his time as a Pavement Engineer at Mouchel Stuart has been directly responsible for the inception, investigation, pavement

design and technical approval of numerous road schemes with a value up to £10M. Stuart is responsible for procurement,

supervision, analysis, pavement design and financial measurement of investigations on each of the schemes.

Stuart’s role has allowed him to develop new sustainable maintenance techniques such as:

n The first use of EME2 material as an overlay to a composite carriageway in Scotland

n The creation of a bevelled jointing system specification for asphalt roads

n Development of a simplified design guide for crack & seat with TRL

n First use on the Scottish trunk road network for rubblisation of cement bound material

n First use on the Scottish truck road network of Colas Repave Process

n Use of both glass fibre and polypropylene asphalt reinforcement grids on peat roads

n Development and use of SAMI layers on composite Carriageways.

Winner of Mouchel Excellence award for the environment, for the first Rubbilisation of cement bound base on a UK trunk road

in 2008. He is a member of the Transport Scotland Pavement Forum – Group from across industry in Scotland representing

producers, operating companies and Transport Scotland to promote innovation, sustainability and best practice. He was

a member of the technical working group for the National Roads Maintenance review in Scotland in 2011. He is an active

member of the Institute of Asphalt Technology and in February 2013 was elected to the Scottish branch as a committee

member. He is a member of the Institute of Highway Engineers and has been since 2012.

that conventional thin surfacing systems,

on bridge decks, are weak in comparison to

other tried and tested proprietary materials.

Unfortunately, due to the TS2010 being

a relatively new system, there is no data

available to compare this system to the

others described. However, early trials are

reporting promising results.

HRA, or one of the modified versions

available, could provide a realistic and

value for money solution. However,

although substantially better than thin

surfacing, life expectancy required may

not achieve the 20 year lifespan desired,

especially at some of the depths required.

Assuming the new materials were produced

and laid to strict quality control procedures,

the potential for a longer service life could

be achieved by the Epoxy Asphalt surfacing

systems. However, it is recognised that

there are practical and workmanship

concerns that needed to be adequately

addressed if such materials are to be

successfully implemented.

As verified by numerous projects throughout

the UK and Europe, a Gussasphalt surfacing

can provide a more value for money/cost

effective solution with a demonstrable

>20 year design life, with superior ride

quality and skid resistance. Whichever

system is adopted, it is recommended that

the existing material be removed to the

waterproofing, followed by application of

a new bond coat (as appropriate) prior to

placing the selected new surfacing material

system. As with any construction work,

good quality control during construction

is essential.

ReferencesChemCo Products. 2011. Epaoxy Asphalt

Polymer Concrete. hemCo Systems.

[Online] 01 01 2011.

www.chemcosystems.com/epoxy.html

Transport Scotland. 2012. TS2010 Surface

Course Specification and Guidance Ver 02.

Transport Scotland. [Online] 02 01 2012.

www.transportscotland.gov.uk/files/

documents/roads/TS2010_Ver_02_

Jan_12_pdf.pdf

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planer and a 2.3m wide sweeper shovel. You can even attach hand-held power tools.

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in a single coned-off carriageway. Quicker travel between sites reduces the need for

additional equipment and manpower. It can also be utilised all year round, loading grit and

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In a context of dwindling natural

aggregate resources and continuously

rising bitumen prices, the existing road

networks are becoming sources of

materials that are coveted by clients

as well as road builders.

After selectively milling the pavement and

characterising the RAP (Reclaimed Asphalt

Pavement) thus obtained, these materials

can be profitably recovered to become an

integral part of the new asphalt formulation.

The EN 13108 series of European standards

governing the specifications of materials

used in bituminous mixtures - and part 8

concerning RAP in particular - specifies the

laboratory tests to be performed. According

to the level of knowledge about the RAP

stock, and especially the measured particle

size distribution and bitumen content,

recycling rates are recommended to suit

the desired pavement layer. Specific,

tailor-made formulations remain possible,

particularly for formulas incorporating over

40% RAP.

Two separate processes can be used to bring

the RAP up to the final target temperature.

The most commonly used technique is

indirect heating, in which all of the energy

required for drying and heating the cold

and wet RAP is provided by the virgin

aggregates, which are superheated and

then brought into contact with the materials

to initiate a heat exchange. Direct heating,

RAP Recycling in a Hot-Mix Asphalt Planton the other hand, consists of drying the

RAP and partially heating it in a dedicated

dryer drum, with the additional energy

again being provided by the superheated

virgin aggregates used in the composition

of the final mixture.

Modern continuous and batch-mix asphalt

plants are designed to allow for the regular

or occasional addition of these recycled

materials, obtaining recycling rates of

between 10% and 70%, while conforming

to all of the standards in force concerning

gaseous emissions. Continuous recycling ring

technology, in which recent developments

now allow for the achievement of a

50% recycling rate with no additional

maintenance required, exists alongside

several batch-mix technologies.

In-plant RAP recycling is now perfectly controlled, both in terms of the specifications of the materials to be recycled and their processing in an asphalt plant

The batch-mix recycling ring is the easiest

technique to implement. RAP is added

to the dryer drum via a ring designed to

prevent any contact between the recycled

materials and the burner flame. This

tried and tested technique is capable of

achieving recycling rates of approximately

35%, but has the drawback of not allowing

for the screening of the mixture of virgin

aggregates and recycled materials emerging

from the dryer, as the molten bitumen in

the recycled materials is incompatible with

the screen grills.

Direct injection into the mixer means

that a recycling rate of up to 30% can be

obtained. This technique involves conveying

the recycled materials in a dedicated cold

elevator, metering them and adding them

Mikael AzranHead of MarketingFAYAT Mixing Plants

directly into the mixer, where they are

brought into contact with the superheated

virgin aggregates. The recycled materials

follow a separate pathway from the virgin

aggregates which can therefore be screened

as normal. However, modifications must

be made to the cycle times to ensure

that the heat exchange takes place under

satisfactory conditions, and special systems

must also be installed to collect the

water vapour released while the recycled

materials are drying.

The dedicated dryer drum is used to dry

the RAP and heat it to approximately 130°C.

Above this temperature, there is a risk of

burning a proportion of the bitumen in

the recycled materials, which could lead

to excessive VOC emissions and require

the addition of new bitumen to replace

the lost recycled bitumen - resulting in an

unnecessary and easily avoidable expense.

Parallel-flow dryer-drum technologies stand

out for their ability to raise the temperature

of the RAP slowly, thus controlling the risks

of clogging. The hot recycled materials are

then metered separately and are finally

added to the mixer, where they absorb the

energy of the superheated virgin aggregates

to reach the desired final temperature.

This technology can be used to achieve

very high recycling rates of up to 70%.

In-plant RAP recycling is now perfectly

controlled, both in terms of the

specifications of the materials to be recycled

and their processing in an asphalt plant.

New prospects for recycling are emerging

with the current trend towards warm-mix

asphalt formulations. Indeed, for an identical

plant and recycling technique, dropping the

temperature raises new challenges, such as

the management of smoke temperatures,

but it also offers the opportunity to increase

the possible recycling rates.

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Highways Magazine May 2014 V6.indd 32 28/05/2014 09:00


1. The factors affecting the choice of lining materials

The choice of containment system for a

landfill environment must be based on a

risk assessment, one element of which is the

ability of the liner itself to minimise the risk.

It is, however, equally important to take

into account physical or logistical constraints

which may render a technically acceptable

liner impractical.

The principal considerations, which should

be identified, are;

n Satisfactory hydraulic conductivity

n Stability on slopes

n Sufficient flexibility

n Robustness

n Resistance to chemical attack

n Proven longevity in landfills

n Acceptance by regulatory authorities

n Acceptable installation techniques

n Realistic cost.

2. Composition of an asphaltic concrete lining system

An asphaltic concrete liner system for

a landfill comprises four layers, each of

which fulfils specific functions to ensure

the integrity of the barrier system.

i. The stabilising/drainage layer.

ii. The asphalt binder layer (ABL).

iii. The dense asphaltic concrete layer

(DACL).

iv. The mastic seal coat.

Examples of asphalt being used in engineering to impound substances (both liquids and solids) date back

for 3000 years. The secret to this longevity is its strength, durability, robustness and being dense enough

to resist oxidisation, which enables the asphaltic layer to remain flexible. It is these very same properties

that make dense asphaltic concrete (DAC) an ideal material to produce impermeable lining systems for

landfill cells.

Lining Landfill Cells using Dense Asphalt Concrete (DAC)

2.1 The stabilising / drainage layer

The stabilising/drainage layer is placed

on a granular sub-grade layer, which has

been compacted up to a stiffness modulus

of at least 50 MN/m² (this deformation

modulus is required, to ensure satisfactory

compaction of the asphaltic base material).

This drainage layer is a non-bituminous

filter material, which is constructed and

compacted of specially selected clean

graded aggregate and serves three

functions. Firstly, it prevents the build-up

of water pressure beneath the liner due to

springs, seepage, or the ingress of water

around the edge of the liner. Next, it acts

as a regulating layer between the sub-

grade layer and the first bituminous layer

and finally it provides a firm, stable surface

on which the equipment required for the

construction of subsequent layers can

operate.

Once compacted, the drainage layer is

sprayed with a tack coat of bituminous

emulsion prior to laying the asphaltic binder

layer. This helps bind together the fines in

the top of the material whilst at the same

time creating adhesion for the next layer.

2.2 The asphaltic binder layer (ABL)

The asphaltic binder layer (ABL) is an

open textured asphalt layer, specifically

designed to have air voids when compacted

of between 10 - 15% and a coefficient of

permeability not greater than 1 x 10-4 m/s.

The asphaltic binder layer provides a strong

stable base against which the dense asphalt

concrete layer can be compacted and, by

David WilsonManaging Director, WALO UK

virtue of its permeability allows any vapour

pressure, generated during the placing of

the impervious layer, to escape and so assist

in preventing the formation of blisters in the

dense asphaltic concrete (DACL) layer.

The asphaltic binder layer is designed to

be sufficiently strong enough to support

the impermeable layer, the depth of landfill,

daily cover material and capping material

without thinning or deformation or being

forced into the voids of the underlying

stabilising layer.

2.3 The dense asphaltic concrete layer

(DACL)

The dense asphaltic concrete layer (DACL)

is an asphalt mixture with a continuously-

graded aggregate matrix, designed so that

the quantity and grading of each aggregate

fraction fills the gaps left in the matrix

formed by larger sizes, the binder content

being relatively low.

The binding agent is bitumen, which

has extraordinary physical and chemical

properties and is a highly viscous (sticky,

glutinous) product, which is mixed with

the aggregate at a temperature of 225ºC.

In the mixing process all of the lighter oils

contained within the bitumen are burnt off,

leaving a material that is very stable and

non-toxic.

The aggregate and filler for the DAC can be

taken from many sources, but the crushed

stone and sand must be of a hard and sound

material that does not deteriorate or swell

in contact with, or under the influences

of water.


All the resistance values of the aggregate

are tested for each and every project such

as flakiness, aggregate crushing value,

aggregate porosity, freezing and thawing,

heating properties, surface adhesion and

soundness.

The final grading composition is designed

in the laboratory to produce the optimum

performance with the natural resources

available, while still meeting the specific

requirements of the project. In all there

are 34 tests carried out before a mix

design is approved.

The grading of the aggregate and filler

alone can reduce effective porosity and

hydraulic conductivity to very low levels

(1 x 10-8 m/s and less), and the covering

of the aggregate with bitumen (which is an

effectively impermeable material) creates

a very flexible and effectively non-porous

material.

The mixture, once laid and rolled, forms

an impermeable barrier, which is resistant

to deformation because of the aggregate

interlock, yet it retains ample flexibility,

having a hydraulic conductivity of less

than 1x 10-12 m/s.

f) It is unaffected by sunlight,

ambient temperatures up to 65ºC,

frost action and all natural weather

conditions

g) It is resistant to mechanical forces

resulting from impact of landfill

materials, drainage materials or

constructional and operational

plant and equipment

h) It is sufficiently flexible to

accommodate a differential

settlement of the underlying

formation to up to 1 in 10

(measured normal to the plane

of membrane) without cracking

i) All joints are made completely

watertight.

The inherent flexibility and self-healing

properties of the dense asphaltic material

is one of the major advantages in its use

as a landfill liner, and for this reason the

possibility of escape of leachate and gas

due to cracking or degradation of the

material is highly unlikely.

Large main winch operating both the paver and roller in slope

The DAC liner is designed and constructed

to fulfil the following requirements;

a) It is watertight against the

maximum hydraulic pressure

in the landfill as defined by a

specified value of hydraulic head

of leachate of up to 2 m and a

hydraulic conductivity under such

a head, well below the current

UK Environment Agency (EA)

requirement of 1 x 10-9 m/s

b) It is unaffected by leachate of the

composition determined by the

typical chemical composition of a

commercial domestic waste landfill

c) It does not contain mobile toxic

compounds

d) It is sufficiently stable when placed

hot and uncompacted to enable

reliable compaction on slopes up

to 1:1.5

e) It has a total air voids content not

exceeding 3% upon completion of

compaction


2.4 Mastic seal coat

When the whole cell is completed, a seal

coat of hot mastic asphalt is placed on the

asphaltic concrete to seal fine microscopic

surface voids. This seal coat, which is very

rich in bitumen, also prevents ultraviolet

rays penetrating the surface of the asphalt

and protects the liner from the elements

until the surface is covered by the waste

material.

The choice of containment system for a landfill environment must be based on a risk assessment, one element of which is the ability of the liner itself to minimise the risk

3. Hydraulic ConductivityThe Structure of a DAC liner is such that it

is designed to have near negligible total

porosity and no effective porosity. Total

air voids are normally specified in DAC

at 3%, and in practice figures of 1.5%

are commonly achieved.

DAC differs from other geomembrane

materials in that the method of sealing

the joints involves a process that is inherent

in the formation of the liner (the heating

of bituminous material associated with

recompaction) and indeed it enhances its

performance.

Furthermore, the inherent flexibility of DAC,

combined with a greater effective thickness

than most single geomembranes, provides

extensive resistance to cracking due to

flexing.

The testing of Darcy’s coefficient of

permeability with a dense, impervious

asphaltic concrete having an air void content

of <3% by volume does not make any

sense, as the voids in the compacted mix

are not interconnected.

This makes any laminar flow through the

specimen impossible, the hydraulic gradient

in the asphalt concrete layer thus being

zero.

Only the void content of the layer as placed

and compacted should be specified.

4. Stability on SlopesLong term experience by WALO in the use

of DAC for embankments, reservoirs, dam

facings, canal liners and landfills, which

have been subjected to prolonged exposure

to sunlight, extremes of temperature and

repeated wetting and drying, indicates that

these conditions do not adversely affect the

performance of a DAC membrane in-situ.

The slope inclination is determined by

the soil mechanics, the stability of the

bituminous layers and the specialist

installation equipment and procedures

employed.

At present, the limit of inclination for

asphalt hydraulic engineering on slope

structures is 1:1.5 or 34º.

5. Flexibility The known flexibility of asphaltic structures

is reflected in its many uses at critical

locations in civil engineering. Flexibility

in reservoir and waterway engineering

is important due to the extreme changes

in pressure which is exerted when large

volumes of water is pumped from, and

then back into pump storage facilities.

Dense asphaltic concrete responds to

deformation, caused by uneven settlement

of the foundation, in a viscose-plastic

manner (it can bend and stretch) up to

a ratio of 1 in 10 of depth of depression

to a diameter of the hole, without affecting

its waterproofing ability in the least.

6. Robustness In terms of relative robustness,

it is sufficient merely to point to the

performance of asphaltic concrete in

this respect in comparison to other lining

materials. No other system affords traffic

to run on the surface, or waste to be placed

on it without extensive protective measures.

The considerable experience of asphalt

being used as wearing course surface

on highways in all types of conditions

worldwide also pays testament to its

robustness.

However, taking into account that a

dense asphaltic liner is not taken from a

standard road asphalt specification, but is

specifically designed for each site, with a

totally different composition, and is laid at

least twice as thick as a road asphalt, its

sturdiness is assured.

Leachate gravel drainage layers overlying

most geomembrane liners require the use

of an intervening protection layer to ensure

that the liner is not punctured, at worst,

Paver operating on a steep sided slope


or locally placed under increased stress

making the liner vulnerable to post-

installation defects.

The grading, maximum particle size,

angularity and geological composition of the

gravel all influence its ‘damage potential’.

With a DAC system, the leachate gravel

drainage layer can be placed directly onto

the liner, without the need of any additional

costly protective layers.

The design of the liner at the base of

leachate removal wells normally calls for

careful consideration. This is usually the

lowest point of the liner with the highest

leachate head, and where a local sump

will often be formed, causing increased

pressures on the liner.

The applied load from the well structure

requires a sound foundation that will not

cause distress to the in-situ liner. Settling

waste will cause negative skin friction on

the well, in addition to the substantial

weight of the well itself. Normally, when

using a geomembrane liner material, a

means of minimizing the load from the

well structure onto the liner should include

a settlement-compensating well casing and

load spreading foundations to reduce liner

stress.

Due to its strength, a dense asphaltic

concrete liner will withstand the loading of a

well structure placed directly onto its surface

without the need for additional layers. It

therefore gives greater long-term protection

against leakage and stress in these critical

areas.

7. Resistance to Chemical Attack Slight damage by chemicals in general is

only possible if these include hydrocarbons

in high concentrations. In properly managed

landfills, any solvent should only be present

for a limited period.

Experiments have shown that any

breakdown through attack from hydrocarbon

solutions would only affect a few

millimetres below the surface, because

the binder film between the mineral

components is only a few microns in

thickness and the flow, therefore, of fluid

between these components is extremely

prohibitive.

In addition, a swelling of the binder

film, which would be a pre-requisite for

a loosening effect within the asphaltic

concrete, is not possible, because of the

tight and close arrangement of the mineral

forming the membrane.

Bitumen presents no hazards in service to humans, animals, fish or plants. Physiological compatibility of bitumen with drinking water has been proven many times

The combination of appropriate elements

in the design of a DAC contained system,

along with the inherent properties of the

bituminous material and the corrected

physical characteristics of the mix, provides

the capability to contain a variety of

substances.

The mix design, and in particular the

low percentage voids in the structure, is

also very important in terms of chemical

resistance, as well as in terms of hydraulic

conductivity.

Also, when assessing the ability to

withstand chemical attack, the significance

of the layer thickness and the influence

of the interlocked hardstone aggregate

material should not be ignored.

Bitumen is also resistant to degradation

from acids and alkalis at temperatures and

concentrations that could occur in landfill

solid waste deposits.

The Elbisgraben Landfill in Switzerland,

along with many other DAC lined landfills

in Switzerland and Germany, is licensed to

receive severely contaminated soils from

old industrial sites. Five phases of this

landfill have been lined with DAC over a

14-year period and, even though a very

expensive and sophisticated detection

system has been installed, no leakage

whatsoever has been reported.

8. Physiological Compatibility Bitumen presents no hazards in service

to humans, animals, fish or plants.

Physiological compatibility of bitumen

with drinking water has been proven

many times.

Asphaltic concrete facings in reservoirs are

fully compatible with all water authority

drinking water hygiene regulations.

The material is mixed at very high

temperatures and during the mixing process

all of the lighter oils contained within the

bitumen, are burnt off, leaving a material

that is very stable and non-toxic.

Steep sided landfill slope lined in asphalt


Typical landfill cell lined in asphalt

9. Acceptable Installation Techniques

While the stabilising and binder layer can

be laid in most climatic conditions, laying

the DAC layer is restricted in heavy rain

or when temperatures and/or wind chill

causes rapid cooling of the surface of the

asphalt, normally at or about 5ºC.

One of the most important elements of

the installation of any barrier system is

the supervision and construction quality

assurance (QA).

In particular, QA of the joints between

adjacent lanes, which are rigorously

compacted to ensure the effectiveness

of the seal, is vital. Raw materials and

the mixed asphalt are continually checked

throughout the works to ensure that the

compacted material has a void content

below 3%.

Very close control is exercised over the

standard of product which is actually laid

on site.

Whether the asphaltic material is produced

on site or produced in an off-site quarry, the

QA procedures carried out by the contractor

at every stage of the production is very

comprehensive.

WALO recommend combining the selection

of the final mixture in the laboratory with a

placing test on site (field trial), using placing

and compaction equipment allocated for

the project. At the same time it affords the

opportunity to calibrate the on-site testing

equipment (Nuclear Density Gauge - NDG)

with the

results from

the core

samples.

Void content

and mass

density are

checked on

cored samples

from the test

area. If the air

void content

is found somewhere in the range of 1.5

to 3% by volume, the number of blows

on each side of the Marshall specimen is

determined to reach the mass density of the

sample taken. This figure is then concluded

as the contract benchmark in the execution

of the work.

Should QA testing reveal deficiencies in any

particular area of lining (because the asphalt

is laid in strips it is easy to document the

exact location, date and time of laying of

a particular batch ) then asphalt allows

a number of remedies which would not

necessarily be possible or practical with

other lining systems.

The simplest remedy is simply to overlay

the deficient area with another layer of

DAC to the correct specification, or it can

be milled out and re-laid, the joints being

readily sealed.

10. CostThe actual cost of a lining system is a

function of many variables in addition to the

unit cost per square metre of any particular

lining material.

The overwhelming factor in deciding the

cost-effectiveness of a containment system

is the amount of void space it occupies

including the actual cost of the liner system

itself.

There is also a difference between the

real cost and the theoretical cost of the

installation of a lining system.

If a lining material is so susceptible to

physical damage that protection layers are

necessary, then apart from the obvious

additional cost of the protection material

itself, there is also the cost involved with

slower and more susceptible construction

practices and the inevitable delays when

damage occurs and has to be repaired.

Such cost can be in the order of several

times the “budgeted” cost if damage

results in the need for extensive remedial

measures.

Time taken for construction must also be

taken into account when considering the

overall cost of a barrier system. Programmes

must be adhered to, especially when

contracts are waiting to be fulfilled.

Weather plays an important factor when

installing a liner and DAC is far less

susceptible to the vagaries of the climate

than other liners, which allows positive

target dates to be given for completion.

Overall thickness of the liner has also to

be taken into account. DAC is much thinner

than most other systems (up to four metres

or more in some cases) and more void space

is therefore made available for the waste

commodity.

Daily Records are kept of the:

n Layout of lanes (with unique reference

numbers)

n Direction in which each lane was laid

n Mix batch number

n Bitumen delivery identification number

n Date and time of laying and compacting

n Temperatures of mix during compaction

n Thickness of layer after compaction

n Location of “hot” joints and date

of compaction

n Location of “cold” joints and dates

of reheating and recompaction

n Date mastic spread

n Position of samples and cores

for testing with reference numbers

n Permeability values with test reference

numbers

n NDG percentage air voids values

with test reference numbers

n Details of any remediation.


11. ConclusionLining systems have developed from

simple layers of compacted clay to complex

composite and multi-layer systems of

engineered clay, plastic membranes (usually

HDPE) and/or Bentonite treated soils or

Bentonite geocomposites.

The cost of lining any reasonable size waste

cell is now significant and must of course

be borne by the operator well before any

payback in the form of waste through the

gate can be achieved.

The true cost of many barrier systems is

seldom calculated, because many of the

aforementioned lining materials have

specific installation problems that lead

to delays (often due to poor weather

conditions or construction methods).

There are often difficulties in supply,

vandalism, damage and deterioration over

time, sometimes requiring repair and/ or

replacement. In addition, there is a general

acknowledgement that it is difficult to

install some lining materials without causing

punctures and tears and this is leading

to the specification of ever more complex

multilayer systems. The cost effectiveness

of laying varying thickness of lining

materials with their subsequent protective

layers is also open to question and, by

taking up evermore valuable void space,

does not lend itself to the overall concept

of sustainable waste management.

DAC impermeable lining systems have been

used for sealing landfill sites and waste

treatment facilities throughout Continental

Europe since the late 1970s, longer than

many of the materials commonly accepted

as being “tried and tested”.

In 1998 the first landfill cell was constructed

using DAC lining system at a commercial

municipal solid waste landfill site in the UK.

Since then twenty more cells have been

constructed in the UK using DAC as the lining

system and many more sites are already

being programmed for lining with DAC in

the foreseeable future.

Due to its flexible nature, its superior

impermeable properties and its much

reduced overall thickness compared to

alternative systems, DAC is also suitable

for capping completed landfill sites and

brownfield sites.

Sites with slopes up to a gradient of 1 in 1.5

and heights up to 150m can be constructed

using our specially designed slope laying

equipment. This method of construction,

using established engineering techniques

combined with our unique laying and testing

methodology, provides proven confidence in

the quality of the final product we produce.

The Dense Asphaltic Concrete lining

system is engineered using very thorough

QA procedures throughout the whole

construction period in which temperature;

thicknesses and density are regularly

measured. External laboratory tests

are carried out on cores taken from the

compacted materials to examine porosity

and hydraulic conductivity.

Detailed written and computerised

information is made available to the client,

the Regulatory Bodies (i.e. UK Environment

Agency) and associated regulatory authority

risk assessment programmes. The speed

of completion of the works is a significant

element in the saving of costs.

The capacity to lay a considerable area

of high quality lining system in a short

time period, even during difficult weather

conditions, and to know that it will not be

subject to subsequent deterioration or loss

in performance, is seen by most clients as

being extremely advantageous.

The indirect and practical advantages of a

DAC lining system go towards making the

overall installation of the lining system

very comparable when compared to other

lining materials. Other benefits include the

fact that the WALO DAC system is relatively

thin, yet strong enough to be robust under

all conditions, so void space is maximised

without compromising containment

standards.

The strength of the lining system is such

that it can be trafficked by rubber tyred

equipment almost immediately after

completion without fear of damage or

puncture. The final surface is one on

which surface water run-off can be easily

controlled, even on steep slopes, thus

preventing excessive leachate generation.

As an engineering material, DAC certainly

adds to the range of engineered options

that are available in the quest to minimise

risk associated with landfill operations.

Far from it being new and unproven,

Dense Asphalt Concrete has a track record,

performance and longevity of experience

better than most other commonly used

lining systems used throughout the world.

Notes:

WALO UK

WALO UK Limited is a division of the

WALO Bertschinger Group of companies

whose headquarters are situated in

Zurich, Switzerland. The organisation was

established in 1917 as a civil engineering

company and over the past 96 years

has expanded their activities in the civil

engineering and general construction

industry.

Hydraulic Asphalt Engineering has become

a very important aspect in the company’s

development whereby WALO are now

regarded as one of the leading specialist in

the world in the construction of hydraulic

asphalt linings for dams, reservoirs, canals,

pump storage basins and, for the past

34 years, for waste disposal sites

throughout Continental Europe.

In 1979 WALO sealed the first landfill

site in Switzerland with dense asphaltic

concrete (DAC). Since then the company

has successfully engineered more than 93

landfill sites throughout Europe - many

having several phased cells. In 1998 WALO

successfully completed a DAC lining to a

landfill site in the UK. This was the first

commercial landfill development in this

country with a dense asphaltic concrete liner

having full UK Environment Agency approval

for the disposal of domestic solid waste.

By the end of 2012 WALO had successfully

completed over 10,000,000 m² of asphalt

linings around the world.


What Products are affected?

Within the Road Surface Treatments sector

only Surface Dressing and Slurry Surfacings

are affected by CE Marking because they

are now regulated by harmonised Product

Standards (hENs) namely BS EN 12271 for

Surface Dressing and BS EN 12273 for Slurry

Surfacings. Other surface treatments are

either covered by HAPAS or are proprietary.

For example High Friction Surfacing

systems, Crack & Joint Repair systems,

Grouted Macadams, Cold Lay Asphalts for

patching, Asphalt Preservation Systems and

Thermal Road Repairs come under HAPAS.

Other treatments such as Spray Injection

Patching remain as proprietary products or

services. Therefore many treatments are

unaffected by CE marking in a technical

sense although, if some authorities decided

to only purchase CE marked products, this

would then become a commercial issue

for these providers. Re-texturing and Fine

Milling likewise are not covered by a hEN;

however, the DMRB (Design Manual for

Roads and Bridges) provides some design

guidance information and this will be

further strengthened in the updated HD32

(Concrete Roads) and revised HD31 (Asphalt

Roads) when published by the Highways

Agency. Geosynthetic products must carry

a CE mark because manufacturers need to

comply with BS EN 15381:2008; however,

there is no hEN covering installation so this

is currently covered by Sector Scheme 13.

Also in-situ recycling using hydraulic binders

is covered by local requirements in guidance

IntroductionMuch has been written about CE marking in recent years so this paper does not intend to rehash what

has gone before [1-5], instead it attempts to illustrate how it is working in practice since becoming a legal

requirement for some producers and contractors from 1st July 2013. The paper also focuses exclusively

on how CE marking is affecting the Road Surface Treatments industry, leaving other trade bodies better

placed to comment on Aggregates and Asphalt. In particular the paper provides a little insight into how

CE marking is affecting different providers in this sector depending on where they sit in the supply chain

and depending on what products they offer or from a client’s perspective what they think they need.

How CE Marking is working for Surface Treatments

documents published by TRL, namely TRL

386 and TRL 611, so again there is no CE

mark requirement.

The aforementioned products not covered

by a hEN can seek to obtain a CE mark

by another route if required, namely by

acquiring an ETA (European Technical

Approval). Anyone interested in this route

should in the first instance contact the

BBA (British Board of Agrémont) as the

UK representative organisation on EOTA

(European Organisation for Technical

Assessment). According to the EOTA website

the European Technical Assessment (ETA)

is a document providing information on

the assessment of the performance of

a construction product, in relation to its

essential characteristics. This definition is

provided in the new Construction Products

Regulation (CPR) (EU/305/2011) entered

into force on 1st of July 2013 in all European

Members States and in the European

Economic Area. The ETA provides a way

for the manufacturer to CE-mark a product.

How has CE Marking affected Specialist Contractors?Contractors undertaking end performance

contracts to MCHW [6] clause 918 (Slurry

Surfacing) or clause 922 (Surface Dressing)

have had to obtain a CE mark for their

products. This might seem odd when

some have argued these treatments are

a ‘kit of parts’ put together on site and

not manufactured products in the more

traditional sense so should escape CE

marking under Article 5 in the CPR which

Dr Howard RobinsonRSTA [email protected]

states “by way of derogation from Article 4(1)

and in the absence of Union or national

provisions requiring the declaration

of essential characteristics where the

construction products are intended to be

used, a manufacturer may refrain from

drawing up a declaration of performance

when placing a construction product

covered by a harmonised standard on the

market where: The construction product is

manufactured on the construction site for its

incorporation in the respective construction

works in compliance with the applicable

national rules and under the responsibility

of those responsible for the safe execution

of the construction works designated under

the applicable national rules”. However,

despite this, BS EN 12271 and BS EN

12273 were published as end performance

standards providing a route for CE marking

so contractors now have a legal requirement

to provide a CE mark with a Declaration of

Performance (DoP) against the requirements

in the relevant hEN.

To obtain a CE mark and DoP, contractors

must operate a quality management

system to BS EN ISO 9001, complete their

one year TAIT’s (Type Approval Installation

trials) and have their Factory Production

Control (FPC) system audited successfully

against the requirements of the relevant

hEN by a Notified Body (NB) accredited

by UKAS or equivalent body. The hEN’s

outline the requirements for how TAITs

should be undertaken and recorded. There

was some confusion initially as to how

many TAITs were required, particularly for


Surface Dressings; however, BSI advised

RSTA members that a TAIT is required

for each type of surface dressing (single,

racked-in, double etc) and for different

road types. Further guidance is available

in PD6689 [7]. Large national contractors

seem to have coped fairly well and

speedily with obtaining their CE marks;

however, it appears that smaller to medium

sized contractors required more help

and assistance from the RSTA and their

certification bodies (CB). Some contractors

also had to change to a new CB because

the one they were using for certifying their

Quality Management System was not an

accredited Notified Body for the product in

question and had no immediate plans to

become one for commercial reasons.

Surface Dressing contactors only undertaking

recipe surface dressing to clause 919, which

is rare these days, do not need to obtain

a CE mark because they are installing

‘works’ and not a ‘product’ to the clients

design, so responsibility for performance

rests not with the contractor but with the

highway authority. A contractor cannot

be asked to obtain a CE mark and to take

responsibility for end performance if the

design is undertaken by someone else.

More specialist sub-contractors undertaking

only part of the process (e.g. spray tanker

operators) do not require a CE mark. They

are simply applying one constituent (the

emulsion binder) in accordance with the

Surface Dressing contractors instruction

so cannot be expected to take any

responsibility for the end performance of

the Surface Dressing.

CE marking also affects Sector Scheme 13

for Road Surface Treatments [8] because it

means authorities at tender stage can no

longer make registration to the scheme a

mandatory requirement on Clause 922 End

Performance Surface Dressing or 918 Slurry

Surfacing contracts. NHSS13 registration

will continue as a beacon of best practice

and it remains a mandatory requirement

for RSTA membership because it sets

out minimum standards of training and

qualifications for the workforce so is still

recognised as industry best practice. NHSS13

will also continue because it covers other

treatments not affected by CE marking such

as Re-texturing, Fine Milling, Spray Injection

Patching and Geosynthetics & Steel Meshes

because these do not have related hEN’s.

What about DLOs?Local authority Direct Labour Organisations

(DLOs) in the main do not need to worry

about CE marking because they undertake

‘works’ within their local authority boundary

so have no requirement to obtain a CE mark

unless they decide to tender competitively

for contracts either within or outside their

authority boundary. If they price a supply

contract which is end performance based

(i.e. to clause 922) then they will need a

CE mark for their product. There has been

some confusion about DLOs and what they

need to do and some DLOs have decided

to obtain a CE mark regardless of the need.

Some have also indicated they need to get

a CE mark because their local authority

client regards CE marking as best practice.

Material Suppliers have already been affectedThe aggregate and bitumen emulsion

manufacturers have been supplying CE

marked products in advance of last July

when the CPR (Construction Products

Regulations) and CE marking came into

full effect. So aggregate producers supply

aggregates against the requirements

in BS EN 13043 and Emulsion binder

manufacturers now supply binders in

compliance with BS EN 13808 which

was recently re-issued in December 2013.

PD6682 provides the UK guidance on

aggregates for use in Surface Dressing

and Slurry Surfacings.

CE marking has however created difficulties

for some producers who have for many

years supplied blends of graded aggregates

into the micro-surfacing market that do not

comply with BS EN 13043 gradings. So in

effect they have been supplying proprietary

materials however their contractor

customers need to purchase aggregates

with a CE mark to enable compliance

with BS EN 12273! This has required the

quarrying companies to find a way around

this problem. Simply changing the grading

to meet the EN spec can of course create

other technical difficulties down the line

around retained texture depth which the

contractor would prefer to avoid.

There was some confusion initially as to how many TAITs (Type Approval Installation Trials) were required


How is the client side reacting to the CPR and CE marking?Councils

The Tameside website, selected at random

as one example, has the following headline:

“All Councils in the United Kingdom are

required by law to comply with the EU Public

Procurement Directives for the advertising

and the award of Contracts. Under Council

Directive 1999/C 379/08 (31 December

1999) thresholds for contracts awarded by

the Works, Supplies and Services Directives

are now measured against the Euro and

Special Drawing Rights (SDR) to take account

of the new Government Procurement

Agreement (GPA)”.

The public procurement directive says public

bodies should give priority to purchasing

products that have a CE mark. However,

after conducting a straw poll amongst

major UK contractors in April 2014, very few

English and Scottish authorities are asking

for CE marked products. So it is becoming

clear that it will take some time for CE

marking to become embedded and become

the norm. The RSTA provide training each

year to around 400 individuals working for

authorities and contractors and the feedback

from these sessions is there is a very low

awareness of CE marking particularly

from highway authorities.

Highways Agency

The HA are responsible for the operation

and stewardship of the motorways and

major trunk roads in England so they have

to be certain that products used to maintain

this network are fit for purpose combining

the necessary technical performance with

adequate service life. CE marked products

come with a Declaration of Performance

based on a one year TAIT (Type Approval

Installation Trial) so the HA have to

consider if evidence based on one year’s

performance on the road provides sufficient

confidence. If not, then products assessed

over a longer time frame will be considered

and used instead, for example Clause 942

materials which come under HAPAS where

a two year period of on the road assessment

is undertaken.

CE marking has certainly captured the imagination of the specialist contracting community and raised a concerted response over the past 2-3 years

Term Maintenance Contractors

Feedback from RSTA contractor members

also indicates the TMCs (Term Maintenance

Contractors) who are members of the HTMA

(Highways Term Maintenance Association)

and who collectively maintain 80% of UK

roads or 400,000 km of road network are

also not yet asking their specialist sub-

contractors to provide evidence of

CE marked products.

Summary

So in summary, CE marking has certainly

captured the imagination of the specialist

contracting community and raised a

concerted response over the past 2-3

years with RSTA playing its part by

organising a number of seminars to advise

members on what they need to do to

prepare. Contractors have in turn, despite

a slow start, undertaken the necessary

TAITs and obtained their CE marks on

the understanding; this become a legal

requirement and a trading standards issue

from 1st July 2013. However information

received from RSTA contractor members

suggests CE marking is not currently being

asked for by authorities and it will take

some time probably another couple of

years before highway authorities collectively

start demanding this consistently from

their supply chain. Hopefully what could

have been a very short paper has helped

to illustrate the current situation regarding

how CE marking is working in the Road

Surface Treatments sector.

Further information on road surface

treatments is available at

www.rsta-uk.org/publications.htm

[9] and in the DMRB HD37 and HD32 [10].


References and Further Reading

1. Declaration of Performance and CE

Marking

ec.europa.eu/enterprise/sectors/

construction/declaration-of-

performance/index_en.htm

2. Official Journal of the European Union

REGULATION (EU) No 305/2011 OF

THE EUROPEAN PARLIAMENT AND OF

THE COUNCIL of 9 March 2011 laying

down harmonised conditions for the

marketing of construction products and

repealing Council Directive 89/106/EEC.

3. Guidance Note on the Construction

Products Regulation, April 2012 -

prepared by the Construction Products

Association (CPA), the British Board

of Agrément (BBA), British Standards

Institution (BSI) and FBE Management

Limited in consultation with the Trading

Standards Institute (TSI).

4. CPR and CE Marking, John Bradshaw

Bullock, Institute of Asphalt Technology

Yearbook 2013 pp 32-35.

5. Selection of Surfacing for Highway

Pavements - Guidance for Local

Authority Engineers, published by

ADEPT, December 2013 pp 30-31.

6. Manual of Contract Documents for

Highway Works. The Stationery Office,

London

Volume 1: Specification for Highway

Works (MCHW 1)

Available at www.dft.gov.uk/ha/

standards/mchw/vol1/

Volume 2: Notes for Guidance on

the Specification for Highway Works

(MCHW 2)


standards/mchw/vol2/

7. PD6689 Surface treatments - Guidance

on the use of BS EN 12271 and BS EN

12273 published in 2009 by BSI.

8. National Highway Sector Scheme 13 for

the supply and application of surface

treatments to road surfaces. February

2013 UKAS Issue 3, available at

www.ukas.com

9. RSTA Codes of Practice and other

related publications can be found at

www.rsta-uk.org/publications.htm

10. Design Manual for Roads and Bridges.

The Stationery Office, London.

HD31/94 Maintenance of Bituminous

Roads (DMRB 7.4.1)

HD32/94 Maintenance of Concrete

Roads (DMRB 7.4.2)

HD 37/99 Bituminous surfacing

materials and techniques (DMRB 7.5.2)

Note: HD31, HD 32 and HD37 are

currently under revision.


standards/dmrb/

Contact us todayOffice: 0114 245 0968Sales (Mike Aves): 07964 805387Email: [email protected]: www.billian-uk.com

GTR Paving Pellets provide asimple way to meet the growingneed for greater flexibility andsustainability, improving theperformance of any asphalt mixdesign with a concentrated doseof rubberised bitumen.

A solution that helps build abetter tomorrow.


ADVERTORIAL

The attention of many long span bridge owners and operators has recently been firmly

fixed on the 30 year old cable stayed Kessock Bridge which carries the busy A9 across

the Beauly Firth to the north of Inverness.

In May the construction team on a major

refurbishment of the 1056m long bridge

celebrated the early completion of the

second stage of a two stage programme

of works – carried out in the February to

June pre holiday rush periods in 2013 and

2014. The 2014 programme of works, which

included re-tensioning the cables for the first

time since the bridge was built, was finished

four weeks ahead of schedule.

As great an achievement as that was, most

attention is on the high quality surfacing

material used, Gussasphalt, which holds

out the promise of extending the life of the

bridge by providing such a smooth running

surface that bridge movement under load

will be significantly lessened. Less welding

maintenance will be needed on the

orthotropic deck and there will be reduced

road noise from the 30,000 vehicles –

11% of them HGVs – that use it each day.

Gussasphalt has now been used several

times in the UK, including on the Avonmouth

and Tamar bridges and is thought to be

under consideration for the new Queensferry

Crossing over the Forth, which is Scotland’s

biggest construction project for a generation.

Gussasphalt is a dense mastic asphalt

developed by Swiss company Aeschlimann

International, using a high performance

polymer modified binder from bitumen

specialist Nynas. The product relies on

the properties of the bitumen mixed with

crushed stone and limestone fines to provide

the stiffness and durability needed for a

bridge running surface. The binder is a

high performance material, Nynas Endura

N5, designed to ensure suitability for the

Aeschlimann mixes.

“Nynas Endura N5 is a highly polymer

modified Premium hot mix binder,” says

Nynas Asphalt Engineering Support Manager

Jukka Laitinen (immediate past President

of IAT). “It is a product designed to display

excellent workability characteristics, specially

developed to deliver the optimum balance

between toughness and flexibility.”

The binder’s use was particular appropriate

at Kessock. “Nynas Endura N5 is suitable

for the most onerous Gussasphalt paving

applications.

Gussaphalt’s mix design is bespoke for

each project but includes a blend of sands,

limestone filler and a number of additives

including Trinidad Lake Asphalt granules.

A 6mm bitumen coated aggregate is

embedded in the hot surface by rollers

and provides surface texture.

Transport Scotland let a main contract for

the £13.25M of repairs and resurfacing

to Balfour Beatty, with BEAR Scotland

supervising the works on their behalf.

Stirling Lloyd undertook the deck

Two way running taking place on one

carriageway deck of Kessock Bridge

while the other deck is ‘Gussasphalted’

Asphalting was closely monitored at all stages,

with the surfacing material supplied on a

continuous basis to avoid transverse joints.

Kessock Bridge resurfacing a success for Gussasphalt – and Nynas

waterproofing and resurfacing under

subcontract to Balfour Beatty.

Leiths Group supplied the surfacing material

from its plant at Contin, some 30kms north

of the site, where it was made according

to Aeschlimann’s specification. Leiths

Group Technical Director Neil Anderson

said: “The asphalt production was very

closely monitored by both ourselves

and Aeschlimann and transported by

Aeschlimann to site in special delivery trucks

that can mix as well as heat the material at

temperatures up to 220ºC. We supplied the

surfacing material on a continuous basis to

avoid making a transverse joint.”

Aeschlimann laid some 24,500m2 of material

in two layers, each of 25mm in thickness but

up to 27mm in any dips. A surface finishing

machine laid on steel rails allowed a high

standard of regularity.

Project Manager for Stirling Lloyd Darren

Holmes said: “The 2013 works programme

went very well and the 2014 programme

was even better due to the hard work

and commitment by all involved. All the

indications are that Gussasphalt will provide

everything that was hoped for at Kessock.”

For more information: www.nynas.com


ADVERTORIAL

British digger maker JCB today announced

plans to to wage war on the nation’s

millions of potholes with the launch of

a new machine designed to rid the UK’s

roads of the menace. The news comes on

the day that a survey of local authorities

by the Asphalt Industry Alliance revealed

that the estimated cost of getting

roads in England and Wales back into a

“reasonable” condition had risen to £12

billion compared to £10.5 billion in 2013.

The company is taking the wraps off a brand

new product called the ‘Potholemaster’ –

a new twist on its iconic backhoe loader

which can permanently fix potholes which

blight motorists’ lives. It comes as the

Government makes an additional £200

million available in the Budget for councils

to tackle the problem.

The self-deployable machine, which can

travel at 40kph, has an attachment at the

rear called a patch planer which is equipped

with 45 steel teeth to grind away the

surface of the pothole and surrounding road.

Once that job is complete, the digger slips

into reverse and drives backwards and

then forwards over the ground-out pothole,

sweeping up the resulting dust, dirt and

wants and needs. Potholes are a huge

issue for UK motorists and in lots of cases

the repairs are nothing more than sticking

plaster solutions. With the JCB Potholemaster

we are offering a cost-effective, permanent

solution for fixing potholes in an attempt

to help rid Britain of the pothole menace.”

More than two million potholes a year are

filled across England and Wales and millions

of pounds in compensation is paid every year

to motorists whose vehicles are damaged.

Yvette added: “The beauty of the

JCB Potholemaster is that it has two

attachments on one self-deployable

machine. Some competitive machines can

only carry one attachment, so lots of time is

wasted swapping the patch planer and the

sweeper. And when the JCB backhoe loader

is not mending potholes, it can be equipped

with a bucket and an excavator to carry out

digging and loading tasks, making it truly

versatile.”

For further information contact:

Nigel Chell JCB Press Office

Tel: 01889 590312

Fax: 01889 593455

E-mail: [email protected]

New JCB machine set to wage war on Britain’s potholes

For more information: www.jcb.com

debris with a giant sweeper collector on

the front of the machine. With these tasks

completed quickly and efficiently, a sound

base is created for a permanent repair of

the pothole with tarmac.

Backhoe Loader Growth Managing Director

Yvette Henshall-Bell said: “We’ve had a

team of engineers working closely with the

highways industry for the past six months

to ensure we develop products the sector


With its range of specialised but highly

flexible products and services, Eurovia

offers surfacing, road contracting, specialist

treatment solutions, asphalt production

and airport services throughout the country.

Some of the recent innovations and projects

in the different businesses include:

By Royal Appointment Building on the success of The Mall

resurfacing, Eurovia Contracting (South)

has been appointed to The Royal Parks

Carriageway Framework Agreement

until 2018. The framework encompasses

carriageway works, footways and minor

civil engineering in all the parks including

Hyde Park and Regents Park.

The Queen’s Terminal Following the closure and demolition of

the half a century old Heathrow Terminal

2, Eurovia Airport Services is one of the

sub-contractors providing C6 data cabling

and fibre optics to the new £2.5 billion T2B

satellite terminal. The new terminal – named

the Queen’s Terminal - is due to be officially

opened by Her Majesty the Queen in June.

BBA HAPAS Approved Products

The product range offered by Eurovia

Specialist Treatments (EST) includes

surface dressing, micro surfacing, high

friction surfacing and a range of decorative

treatments - all BBA HAPAS approved.

Divisional Director Paul Goosey is the Chair

of the Roads Surface Treatments Association

(RSTA) and EST has recently been confirmed

as one of the successful contractors on the

West Yorkshire Dressing framework contract

and Dorset County Council framework

contract.

Bourges Boulevard

Eurovia Contracting (North) has recently been

appointed to transform a dual carriageway in

the centre of Peterborough. Once this multi-

million pound year-long project is completed,

the new Bourges Boulevard will have a

widened central reserve with lime trees and

two ten metre-wide pedestrian signalled

crossings to improve access to the city centre

for pedestrians and cyclists.

Low Energy Asphalts

Since installing a RAP drier at its asphalt plant

in Dagenham in 2012, Eurovia Roadstone has

been able to significantly reduce reliance on

virgin aggregates, by recycling and reusing

road planings. The RAP drier enables up

to 50% base and binder materials to be

recycled, as well as 10%

of surface course materials. The installation

was designed to allow the continued

manufacture of low energy asphalts with the

ability to produce reduced carbon asphalts

with a significant recycled content.

M6 Surfacing

Eurovia Surfacing recently installed a

new surface water channel in the central

reservation for the M6 Toll Road and

constructed a rolling crown across all four

lanes of the northbound carriageway. Works

included traffic management, profile cold

milling and resurfacing of all four lanes,

as well as the installation of line markings

and cat’s eyes. The M6 Toll Motorway

Maintenance Manager, said: “Looking at the

as-built survey of the rolling crown and credit

where it’s due – it is by far the best as-built

profile we have had to date. This

is confirmed by the excellent ride quality.”

Recognition for jobs well done

Recent works carried out by Eurovia which

have been recognised by the industry include:

n The Loughborough Eastern Gateway

project which was commended by the

2013 Institution of Civil Engineers (ICE)

n The A57 Worksop Road Improvement

Scheme in Rotherham which was

awarded a certificate for ‘Performance

Beyond Compliance’ from the Considerate

Constructors Scheme (CCS)

ADVERTORIAL

Eurovia: the ‘one-stop-shop’ for engineering solutions

For more information: www.eurovia.co.uk

n Two Peterborough schemes received

‘Bronze Considerate Constructors Scheme

2014 Site Awards’ - the Cowgate

Enhancement Scheme and the Bridge

Street Public Realm Works. The Bronze

Award is given to sites that show the

highest levels of consideration toward

the public, its workforce and the

environment.

Going that extra mile

Eurovia’s employees often find ways to give

something extra to the communities where

they work. Examples of this include Eurovia

Contracting (North) who recently helped

build a war memorial in the South Yorkshire

village of Todwick and Eurovia Surfacing who

gave the playground of Home Farm School in

Essex a makeover.

Truly a ‘one-stop-shop’ Eurovia has the ability to integrate its services

to provide bespoke solutions to meet clients’

specific needs - at very short notice at times.

Last October, Eurovia Surfacing, Eurovia

Contracting and Eurovia Roadstone worked

together to carry-out emergency repairs

on the A131 at Sudbury following a large

diesel spill. After being contacted by Essex

Highways, the three businesses mobilised

to organise traffic management, milling and

surfacing of 150 tonnes of 10mm Fibrovia,

lining and cats’ eyes replacement. Following

the emergency repairs, David Forkin, Essex

Highways, said: “I want to formally record

our thanks and appreciation for the way

the emergency works were managed and

delivered. We have been very impressed and

pleased that we were able to reopen a busy,

classified road within 24 hours.”

Eurovia’s strengths lie in its ability to

deliver unrivalled services and solutions

across the country – on time and on

budget - every time.


The construction industry is poised to assist

in the UK’s Economic recovery and Total

Bitumen is ready to support its customers

and the supply chain in delivering the right

solutions for the future.

Total is the largest refiner and marketer of

bitumen in Europe being the only oil Major

with an integrated refining activity in the UK.

Total has a clear commitment to safety,

customer service and sustainability.

Total’s whole team has customer care as a

cornerstone of their activity with a focus upon

safety and the provision of service solutions.

Total’s World Safety Days demonstrate

corporate initiatives throughout the Group.

Total are passionate in supporting their

customers’ safety initiatives. Customer

dialogue on partnering initiatives is a key

part of Total’s approach to customer service.

On time deliveries are a key success factor

for asphalt manufacture. Total provide a

nationwide delivery service through its

logistics partner Hoyer with a modern fleet

using proactive satellite delivery monitoring.

“Sustainability through durability” is more

relevant than ever. We believe that the

recovery will provide further opportunities

for customers to benefit from our UK and

international bitumen expertise in life-long

solutions.

The Total Styrelf® polymer modified bitumen

is a worldwide reference. The Lavoc Study

carried out over a twenty year period

demonstrated Styrelf®’s long term durability.

A long term Group R&D investment strategy

allied to collaboration between Total’s

affiliate Technical Centres offers exciting

opportunities for innovation – all vital for a

recovering economy when differentiation

through innovation is key.

Azalt Eco2 and Styrelf Eco2 are Total’s ready

to use warm mix asphalt binders. These

products are gaining favour in the UK with

clients starting to drive specification of these

technologies. The products can be used

forty degrees cooler than conventional hot

mix equivalents. Some other key additional

benefits include:

n No additional plant investment

or modification

n No water addition to the asphalts

or other unnecessary complications

n Reduced emissions

n Potential increased tolerance to haulage

times

n Reduced disruption to the public through

shorter possession of road works by

contractors.

Total Bitumen will assist our customers with

the new challenges faced as the recovery

gathers pace. Total’s diverse product portfolio

is a one-stop shop of solutions ready for the

challenges ahead.

ADVERTORIAL

For more information: www.bitumen.total.co.uk

TOTAL BITUMEN: Safety, Customer Service and Sustainability Solutions


The recent signs of economic recovery are

very welcome but the underlying reality

for all Highway Authorities is that funding

will continue to be suppressed for some

years to come.

The silver lining, however, is that the

in-depth scrutiny of spending on road

maintenance materials and practice has

uncovered a number of opportunities for

clients and suppliers alike.

The concept of our highways as local and

national assets is not new but has been

made more apparent to a wider audience as

the state of these assets has declined. Asset

Management is now common parlance and

the concept of ‘Big Data’ is a developing

strategy used to ensure best value is derived

from reduced revenue. Big Data is jargon

borrowed from the IT industry and simply

entails the collation of all data relating

to the highway, its wider environment,

its users, planned interventions etc in the

context of both the whole life of the asset

and necessary interim maintenance.

FM Conway uses ‘ASTA’ software to manage

its Big Data model. Our data base holds

details of all our capabilities, including

materials, mobile plant, planers, cranes, low

loaders, labour, specialist labour, specialist

equipment and compares this capability

with our annual programme of works. The

works are listed by activity such as re-

surfacing, lighting, structural inspection

or repair, gully cleansing, civil engineering

and by each and every location. All activities

are assigned to a timeline which then

identifies those activities, for example,

that can be combined within a single traffic

closure, or to produce a larger project for

efficient use of resources. We also consult

with our clients to determine what activities

by other agencies are due to take place in

the locale and thereby ensuring, wherever

possible, multiple site occupation to reduce

disruption to road users and increased

efficiency for our client.

But it goes further. The advance programme

allows the data base to hold information

on the state of the highway which is

determined by visual inspection, core

drilling and other techniques. Recording

construction details of layer thickness,

aggregate type, penetration of recovered

bitumen and identification of contaminants

such as tar, enables FMC to ensure that the

subsequent intervention makes best use

and best value of the existing carriageway.

It may make sense, for example, to cold

plane in two layers instead of one to

conserve high psv aggregates for use as

recycled asphalt in surface courses. Depth

of planing can also be amended to ensure

that the remaining underlying layer is

competent to for continued use and so on.

All such assessments enable our clients to

be confident that they have not only fulfilled

their duty of care but have also optimised

their asset.

ADVERTORIAL

FM Conway – Big Data

For more information: www.fmconway.co.uk

Of course, this highly efficient work schedule

needs an equally proficient supply chain and

FM Conway continues to invest in both its

manufacturing capability and raw material

procurement. In April 2014 our second

asphalt plant opened at Heathrow in West

London. The plant is the sister to our existing

machine at Erith and likewise has a second

and discrete dryer for the inclusion of high

percentages of hot reclaimed asphalt as well

as an integrated foamed bitumen system

for the manufacture of cold lay materials.

The £10 million investment also includes

facilities for the recycling of drystone

construction materials and our future plans

include a wash plant for production of clean

recycled single sized aggregate for our

concrete mixers.

A further significant investment is being

made at Imperial Wharf, Gravesend where

riverside storage tanks are being refurbished

to enable us to import our bitumen needs in

ships. Cargoes of 5,000 tonnes will commence

docking this summer and will supply our

asphalt plants with bitumen from Europe.

FM Conway has lead the way in recycling

asphalt and aggregates for some years and

believes that the recycling of information

and self-delivery of its supply chain is an

integral part of providing the best possible

service to its clients and London’s road users

alike. Our investments in 2014 are proof of

our commitment to continued innovation

and improvement.

David Smith, Development Director

0208 636 8822


At United Asphalt we work collaboratively with our customers to design durable, cost

effective solutions to the network demands. Using our technical facilities and expertise

we can help determine the correct treatment first time, and tailor material performance

to your needs. Using our asset management knowledge we can help to determine the

investment requirement and improve the whole life cost of schemes.

Through our state of the art design software,

we can ensure that pavements will meet

the requirements of the customer allowing

greater confidence that the money has been

spent wisely first time.

Our material development has led to

the greater use of innovative solutions.

Designs can be for routine maintenance,

full rehabilitation or low volume design and

management. It can be utilised in composite

or fully flexible pavements and includes the

ability to fully design SuDs schemes where

required.

By establishing our unique recycling center,

United Asphalt has shown its commitment

to sustainability and mitigating the effects

of climate change. This ethos has created

the drive to reduce reliance on virgin

ADVERTORIAL

For more information: www.unitedasphalt.biz

United Asphalt

materials through a long term research and

investment program. This has helped bring

the use of low energy asphalt and recycled

material forward, to a point where they

are now in common use throughout the

business.

Carbon Footprint data is

available utilising the ASPect

calculator by individual

product and project. This

allows direct comparison of different

material designs pre contract. United

Asphalt can provide reports and monitoring

against targets to help drive continuous

improvement and allow annual Reporting

of Performance.

Contact:

Tel: 01189 323684

www.unitedasphalt.biz

or e-mail [email protected]


It’s the very essence of a double-whammy.

Another wet winter followed by freezing

conditions means the pothole backlog

is once again threatening crisis for our

highways, the indispensable backbone of

Britain. At the same time, local authority

budgets continue their year-on-year

reductions.

Car-damaging, bike-toppling, ankle-turning

potholes are the bane of road-users and

local authorities alike. But if the road ahead

does not look promising, you need to talk

to road preservation experts Velocity. Fast.

Official figures reveal that councils filled

in two million potholes at a cost of £99

million during 2013, but the Asphalt Industry

Alliance has predicted that it will take 11

years and £10 billion to clear up Britain’s

existing pothole problem – and that figure

stretches to 17 years in Wales.

It’s a rising crisis that calls for new thinking.

As the adage goes, do what you’ve always

done and you’ll get what you’ve always got.

That’s why local authorities are increasingly

turning to Velocity to deliver a speedy,

reliable and long-lasting solution to their

potholes backlog.

A ‘hole’ host of facts

Here’s a few Velocity facts to think about:

n Velocity’s machines can permanently

repair a pothole in about two minutes

– a fraction of the time it takes a

conventional repair gang to do the

job manually.

n The use of high-speed patching

techniques means the vehicles are

capable of carrying out up to 150

long-lasting pothole repairs each day.

That’s about 750 a week!

n According to the Asphalt Industry

Alliance, the average pothole repair

ranges from £35 in Wales to £55 in

England. But a Velocity repair will

cost an average of around £18.

Velocity’s new-generation, computer-

controlled machines use high-velocity air

to clean potholes, seal the defects and

introduce a specially-formulated mix of

aggregates and bitumen emulsions. The

process leaves a permanent, level repair

that is instantly ready to take vehicles of

up to 44 tonnes.

As heat is not involved in the repair, this

greener method involves exceptionally

low CO2 emissions. The process produces

minimal waste material and causes no

further damage to the road base.

The process isn’t just used to remove

defects, as it is an excellent preventative

tool to halt road surface deterioration.

Suitable for rural and urban roads, the

system can be adapted for repairs to

potholes, edge deterioration, depressions,

cracking, crazing and extending the life

of worn conventional repairs.

A quick word from our customers

Velocity isn’t just a quick word. It’s the

watchword for road preservation. And

don’t just take our word for it.

Kent County Council is one of our satisfied

customers. Highway District Manager

Steve Rivers said: “Our Highways team

has been using Velocity’s high pressure

patching process across the county for a

number of years. Over this time, a greater

understanding of the process and its

benefits has allowed it to be targeted to

work effectively, to provide long-term and

durable repairs to the rural road network.

This type of repair can be carried out quickly,

reducing disruption to traffic and I believe it

is a valuable addition to our toolkit.”

Phil Bush, Highway Operations Manager

for North Somerset Council, adds: “Velocity

is another tool in our armoury to make

our road maintenance budget go as far as

possible. We simply wouldn’t have been

able to repair the type of defects we had to

anything like the same extent by traditional

methods.”

For more details about Velocity’s services

or to arrange a FREE TRIAL, please visit

www.velocitypatching.com or call the

Velocity sales team 0191 565 4400

ADVERTORIAL

For more information: www.velocitypatching.com

Velocity – Road Preservation Specialists

Road repair: a Velocity crew can repair 750 potholes a week


ADVERTORIAL

Connor Construction was started by Ian

Webb in 2008, building on his 25 year’s

personal experience of the industry and

personal dedication to good site practice.

Our company has grown significantly over

the last six years, now offering a fleet

of pavers, rollers and low loaders, and a

dedicated staff of over 80 people. We have

recently upgraded our fleet of transport

vehicles and our company uniform so that

we can be identified immediately - we take

pride in our work and our brand. We like

to think we stand out from the crowd.

Paver & Equipment Hire: We currently

operate a large fleet of machinery, including

seven pavers and four low loaders. With our

wide range of equipment, and the provision

of specialist advice, we offer our clients a

high quality, flexible service. Our pavers,

chippers, rollers and other specialised

equipment can be hired with or without

operatives. We seek to innovate and always

investigate the latest technology to pass

on to our clients. Our equipment has been

supplied by leading manufacturers, and is

serviced regularly by our in-house fitters

at our workshop. Our fitters can mobilise

quickly to attend site in the event of a

breakdown. Our transport logistics team

will ensure that we can get equipment to

you, wherever and whenever you need it.

Labour Hire: Supported and managed by

the team at our Head Office in Frome, we

provide the right men for the job - from 8

man machine gangs to 2 man preparation

crews - often at short notice. We provide

one skilled operative to compliment your

existing gang, to a full hand-lay gang or

machine crew. We supply experienced

personnel with a full range of skills,

including Supervisors, Foremen, Paver

Drivers, Screwsmen, Roller Drivers, Tractaire

Drivers, Chipper Driver & Crew, Bob Cat

Drivers, Dumper Drivers and General

Labourers. All our employees are fully CSCS

compliant and hold EPIC cards for their plant.

They are experienced across the full range

of surfacing activities, from motorways

to footpaths, from supermarket car parks

to front garden hard standings, and from

housing estate roads to private driveways.

One of our specialities is providing teams

for laying HRA and chips.

Health & Safety: Health & Safety

is a priority here – we do not tolerate

neglectful site practices which put our

people and those affected by our work at

risk. We consistently train and update all

staff and have been awarded the Platinum

CSCS status, demonstrating our commitment.

Our Health &

Safety Partner,

Safety Horizon

South West, led by Mark Stallard (CMIOSH),

provides simple and sensible advice,

working closely with us to ensure that our

teams take ownership and responsibility for

health & safety by ensuring that health &

safety information is interesting and easy

to understand.

Community Support: We want to make a

positive difference to our local community.

Sponsorship for local sports teams in

football, rugby and boxing provides

opportunities for local people fosters team

spirit and allows local people, to become

engaged in a healthier way of living.

We also provide labour and plant for

local projects, to enable a lift in community

spirit at a fraction of the usual cost.

What does the future hold for us? We plan

to do more, provide more and support our

communities further – we will grow in line

with client needs, seek further technological

advance and continue our work with our

local community.

Interested?

Visit us at The Builder’s Yard on Cheese

Hill, Frome, Somerset BA11 5DH

Call us on 01373836182

Email us at [email protected]

Connor Construction Proud to support the Institute of Asphalt Technology in their drive to improve the education and skills of the asphalt industry workforce

For more information: www.connorconstruction.co.uk

Surfacing Britain’s Longest Cycleway


Scalestick Limited, a Devon based company, would like

to introduce their exciting new product. The Scalestick is

an innovative measuring tool, specially designed to not

only quickly and accurately take site measures, but to

add permanent scale to any photographs.

Our designer has worked as a Quantity Surveyor in the

construction industry for 18 years. He realised that a considerable

amount of time is spent by Clients, Main Contractors and

Subcontractors in discussion over claims for payment – most of

this related to the amount of work actually undertaken on site,

and the respective parties differing views on this!

With the increasing use of digital cameras, and the ease with

which photos are taken and stored, it seemed that there should

be an even more productive way to use these photos. If only

actual sizes could be seen, the savings, and the introduction of

evidence based submissions, would be beneficial to all parties –

from this, the Scalestick was designed and manufactured.

For more information: www.scalestick.co.uk

ADVERTORIAL

Site Measurement Innovation UV resistant, light weight, Z folding, wipe clean Alternating colours marked in 100mm sections

PERMANENTLY ADD SCALE TO SITE RECORDS AND PHOTOGRAPHS

EASY – QUICK – ACCURATE – AUDITABLE

4 x 1m at 100mm scale Custom sizes available

Scalestick Limited

An Brand®

our specialist subject....?

POTHOLES

H A PA SRoads and BridgesAgrément Certificate

t: 01827 871871e: [email protected]

Fully graded, high PSV cold lay asphalt for the repair of potholes

P Enhanced workability, easy to useP Resealable tubs, no wasteP No curing required, traffic instantly

Available in handy 25kg tubs & bags

won’t break out!

“HAPAS materials are proven, trusted and fit for purpose”

PPR Quarter-5.indd 1 14/05/2014 14:19

The Highways Authority Product Approval Scheme was developed

to offer consistent and tested methods for products and systems

designed for use in the highways. It is assessed by the British Board

of Agrément, which specialises in the approval of construction

products, ensuring products and systems are ‘fit for purpose’.

The scheme sets out guidelines that help to minimise potential

workmanship issues assuring against costly repeat visits and

ensuring longevity.

Ultracrete Instant Road Repair® for example, a proven cold lay asphalt

has been used ‘in the ground’ for over 35 years, eliminating the

recurrence of repeat visits, thus traffic management and lane rental

charges. An endless list of benefits just from choosing a material

bearing the HAPAS mark of quality.

If you have any questions on HAPAS approval or

any products from the Ultracrete range please email

[email protected] or call 01827 871871

For more information: www.instarmac.co.uk

What is HAPAS?


Innovative pavement road materials Grontmij has extensive experience in

the practical application of pavement

strengthening materials and successfully

utilised EME2 (Enrobe à Module +leve),

an innovative pavement road material

on the M80 Stepps to Haggs DBFO project.

This subsequently provided increased

durability and enabled the road works

to be completed rapidly, thus delivering

programme efficiencies in addition to

cost and carbon savings for the client.

As a multidisciplinary consultancy, we

are able to draw on our broad range of

expertise to provide integrated and value

added solutions to our clients.

For information on the purchase of

FWD and LWD pavement testing devices

or for details on any other pavement

consultancy services, contact

Malcolm Durie:

T: 0131 550 6434

E: [email protected]

W: www.grontmij.co.uk/transportation/

pavement/

ADVERTORIAL

Grontmij is one of Europe’s leading

engineering consultancies, offering

specialist services and expertise within

pavement engineering. As pioneers

of industry leading pavement testing

equipment and software, we provide an

integrated pavement consultancy offering

from value engineered pavement design

and maintenance solutions, analytical

designs, pavement analysis and innovative

road rehabilitation materials for local

authorities, trunk roads and Airfields.

Proven expertise and established industry links

Our extensive design and build experience

within the transportation sector means

we have a broader focus on the whole-life

costs of a project and thus enables us to

deliver holistic, optimised solutions which

provide added value. We also have a wealth

of experience in undertaking standard and

analytical pavement designs in accordance

with industry standards.

As a European-wide consultancy with

decades of experience in strategic road

maintenance, we are able to deliver cutting

edge design expertise. This, coupled with

our established links with industry bodies

such as the Pavement Alliance means we

are able to provide advanced thinking,

technical expertise and best practice.

The strategic maintenance of road

In order to optimise road maintenance

and support the strategic planning of

road networks, Grontmij

has developed RoSy, a

comprehensive asset and

pavement management

system. RoSy provides a

complete survey of the road

network through collating

information on the condition

and functionality of road,

bridges and structures into

a central database to provide

streamlined data. This

subsequently enables better and more

accurate decision making to optimise

business processes.

Effective measuring equipment for roads and airports Grontmij has pioneered some of the

industry’s leading pavement testing

equipment and software for road

maintenance. The Primax Falling Weight

Deflectometer (FWD) device, supplied by

Grontmij throughout the world, enables

effective assessments of the structural

condition of a road and airfield pavements

accurately and rapidly, assisting with

maintenance planning.

Performance foundations design and evaluation

We have developed the Light Weight

Deflectometer (LWD) in 1997 which evolved

from the FWD technology and is now distributed

to clients as the Prima100. The Prima100 can

be used to promptly assess the condition of

pavement foundations at various stages of

construction in accordance with IAN 73/06.

For more information: www.grontmij.co.uk

Grontmij – Pavement Technology


ADVERTORIAL

Irish Tar are leading manufacturers and suppliers of Bituminous Road Binders, covering

all segments of the market; namely Producers, Contractors, and Local Authorities. Our

product range also includes industrial and DIY coatings and sealants, alongside a range of

reinforcing Geogrids, Geotextiles and other associated products for use in the provision of

Geotechnical solutions. In addition, we are agents for the distribution of ‘Rephalt’ a BBA

certified permanent pothole repair material.

We operate from our modern, high tech

bitumen terminal located in the ‘Oil Zone’

at Dublin Port, where our offices and state

of the art laboratories are also situated.

We have long been at the forefront in the

development of new bituminous products

utilising the research and development

facilities available to us in our binder and

road materials laboratories. We invite you

to visit our website www.irishtar.ie so

you can obtain further information on our

Products and Services as well as our Team.

For more information: www.irishtar.ie

Irish Tar… Bringing Quality to the Surface

ELM Surfacing Ltd has an excellent and well established reputation for carrying out

highway works within the South East of England, specialising in the busy and challenging

inner London areas. ELM Surfacing is an approved contractor for developer funded 278

Highway Works for Kent County Council and numerous London Borough`s.

In 2013 ELM Surfacing Ltd carried out

resurfacing work on over sixty public

carriageways in the Medway towns as

part of the term maintenance contract in

partnership with Medway Borough Council

and Volker Highways. Further to the above

ELM Surfacing has carried out carriageway

resurfacing programmes for London

Boroughs of Haringey, Islington, Camden

and Lambeth in partnership with CVU and

Ringway Jacobs. The continuity of these

schemes is as a result of high quality work

produced by ELM Surfacing in Kent and the

London Borough`s.

ELM Surfacing Ltd

t: 01795 430233

e: [email protected]

www.elmsurfacing.com

ELM Surfacing is ISO 9001:2008, National Highway Sector Scheme 16 and Exor SSIP accredited, along with also being Constructionline registered.

SEEING IS BELIEVING AS YOU’VE NEVER SEEN IT BEFORE

all NEW for 2014 . . .

Europe’s only event for INDOOR showcasing of highway products as well as OUTDOOR DEMONSTRATIONS AND testing in all lighting conditions

SUPPORTED BY TEST PARTNERS ORGANISED BYBROUGHT TO YOU BY

* Exact nature and scope of trials TBC at a later date

much, much more online at www.sib.uk.net

* Prove the effectiveness of your products in the rural section

* Display your latest technology on the REAL fully marked motorway

Service cars with full narrated commentaries allow your existing clients and prospects to view your products and services in action on REAL roads

TRIAL ZONE

O u t d o o r Live trials*

l fi rst UK demo of INROADS active road studsl night-time retro-refl ectivity of road markings

and signs l pavement repair quality using GPRl texture and skid resistance of road surfaces

including inlays, patches and retexturing

LIVE trialswith our test partner TRL (Transport Research Laboratory)

For details please contact Gavin or Andy on 01732 459683 or email [email protected]




1 9 | 2 0 | N O V E M B E R | 2 0 1 4b r u n t i n g t h o r p e | L E I C E S T E R s h i r e



duskdaydusk

VENUE

WWW.SIB.UK.NET


* Showcase your latest cost-saving initiatives along the urban street

I n d o o rTRL Trial Zone*

MiniDigiSim simulationl smart

motorwaysl cycle safety

initiatives

* Opportunity to test your own products

• ‘Fast chat’ sessions to showcase your latest products and services

• Exhibition stands with hard-wired internet (plus wifi )


“ I am delighted to be attending Seeing is Believing 2014. It offers a great opportunity for local authorities to fi nd out about the latest developments and products which can help improve the safety of the highway network. With the government making an investment of £10 billion into the highways industry in 2015, we see shows like this as playing an important part in educating the sector. ”

Robert Goodwill MPRoads Minister




1 9 | 2 0 | N O V E M B E R | 2 0 1 4b r u n t i n g t h o r p e | L E I C E S T E R s h i r e



duskdaydusk

VENUE

WWW.SIB.UK.NET


* Showcase your latest cost-saving initiatives along the urban street

I n d o o rTRL Trial Zone*

MiniDigiSim simulationl smart

motorwaysl cycle safety

initiatives

* Opportunity to test your own products

• ‘Fast chat’ sessions to showcase your latest products and services

• Exhibition stands with hard-wired internet (plus wifi )


“ I am delighted to be attending Seeing is Believing 2014. It offers a great opportunity for local authorities to fi nd out about the latest developments and products which can help improve the safety of the highway network. With the government making an investment of £10 billion into the highways industry in 2015, we see shows like this as playing an important part in educating the sector. ”

Robert Goodwill MPRoads Minister
